Note: Descriptions are shown in the official language in which they were submitted.
CA 02783865 2012-07-31
FLOATING, SELF-PROPELLING, SELF-BALLASTING PIVOTABLE BRIDGE
FIELD
[0001] The present disclosure relates generally to swing bridges for
spanning
waterways and in particular floating, self-propelling, self-ballasting,
pivotable bridges.
BACKGROUND
[0002] There are many instances where it is necessary or desirable to
provide a road
or walkway across a waterway to allow vehicle and pedestrian access but which
also
requires that the bridge be movable to allow boat traffic through the
waterway. Existing
movable bridges including bridges that are raised upward, either by raising
the entire span of
the bridge vertically by hydraulics or counterweights to allow boat traffic to
pass below the
bridge or splitting the bridge in its midsection (bascule bridge) and raising
the outer end of
each piece of the bridge span to allow boat traffic to pass underneath through
the waterway.
Other examples of movable bridges include those that rotate on a platform or
central piece to
allow the bridge to swing out of at least part of the waterway. These bridges
are permanent
structures and require extensive construction and high cost to install,
maintain and operate
them. Disadvantages of such bridges are that the extent of bridge movement may
be limited
so that the height or size of boat traffic may be limited, and they are often
extremely
expensive to build. Further, many of these bridges still have some bridge
structure over the
waterway and pose a potential danger to larger ships that may pass through.
[0003] Less expensive, temporary bridges may be used for less travelled
waterways.
One temporary bridge is described in U.S. Patent 3,499,179. This bridge has a
plurality of
connected sections which are quickly and easily connected together to form the
bridge. The
bridge may be disassembled and has carrying handles for the plurality of
sections. The
sections may also be connected to form a raft. It may have pontoons or floats
to increase its
buoyancy. Further, outboard motors may be attached to propel the raft.
However, this
bridge/raft is a temporary structure and not suitable as a permanent bridge
attached to land
which allows vehicle and pedestrian traffic on a long term basis. Further,
although the raft
may have motors to propel it, the propellers are not meant to move the bridge
in and out of
position across the waterway, alternating the passage of vehicle traffic over
the raft and the
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,
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,
passage of boat traffic through the waterway. The raft has no convenient means
to propel it
between its two positions and would require extensive maneuvering and time to
do so.
[0004] U.S. Patent 5,263,217 describes a swing bridge for
spanning waterways. The
bridge is permanently attached at one end to land and removable attached at
its other end
when spanning the waterway. At its permanently attached end, it is connected
by a hinge
pivot. The hinge pivot allows the bridge to pivot between its closed position
spanning the
waterway and an open position where boat traffic can pass through the
waterway. The bridge
also includes a propeller or jet-type motor which acts transversely to the
bridge to advance it
between its open and closed positions. The end 21 of this bridge rests in a
seat 13. When
the bridge is to be moved to an open position to allow boat traffic to pass
through the
waterway, the length of the bridge is lifted to raise the end 21 out of its
seat 13. This requires
extensive adjustment of the hollow floating bodies and trim of the bridge. The
pivot
mechanism for this bridge uses a plurality of wheels 16 on shafts. The idle
wheels rest on a
base 11 and provide support for the end of the bridge. The pivot system
restricts the "pitch"
of the bridge. If the bridge pitches during movement, this movement may cause
a breakdown
of the pivot system. Further, the idle wheels and shafts are subject to
considerable forces
during pivoting of the bridge and may not be sufficient to withstand these
forces in repeated
bridge movement. This bridge system could not be used to span large waterways
since it
could not withstand the stresses involved during the vertical pivot, i.e. when
the length of the
bridge is lifted from its seat 13, and the structure would fracture or break
during the raising of
the bridge. It appears that this bridge could only be used to span distances
of no more than
100 feet. A more robust bridge system is desirable.
SUMMARY
[0005] It is an object of the present disclosure to obviate or
mitigate at least one
disadvantage of previous bridges.
[0006] In a first aspect, the bridge system is a pivotable
bridge system for spanning
at least a portion of a waterway having a first embankment and a second
embankment. The
system has a main bridge body having a first end and a second end. The main
bridge body
has a roadway on its upper surface for allowing vehicle and/or pedestrian
traffic to pass over
it. The bridge system also has a locking mechanism at the first end of the
main bridge body
for connecting with a first complementary locking mechanism at the first
embankment, for
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removably locking the first end of the bridge in a closed position spanning at
least a portion
of a waterway. The bridge system also has a pivoting system at the second end
of the main
bridge body. The pivoting system has one or more plates attached to the second
end of the
bridge for attaching to complementary plates at the second embankment thereby
forming a
pair of plates. Each pair of plates has a pivot point, wherein if more than
one pair of plates
are present, the pivot point in each of the pairs of plates align. The
pivoting system also has
a locking pin for insertion into the pivot point in each pair of plates for
pivotally connecting the
pair of complementary plates. The bridge pivots from a closed position
spanning at least a
portion of the waterway for allowing vehicle and/or pedestrian traffic to
cross the roadway, to
an open position for allowing boat traffic through the waterway.
[0007] In a further embodiment, the bridge system has a self-ballasting system
for raising or
lowering the level of the main bridge body in the water for allowing the
bridge to adjust to the
height of the water to maintain the roadway level with the road at the
embankments. The
pivoting system may also allow the complementary pivot plates at the second
embankment
to raise and lower for adjusting with the height of the water and/or main
bridge body.
[0008]
[0009] Other aspects and features of the present disclosure will become
apparent to
those ordinarily skilled in the art upon review of the following description
of specific
embodiments in conjunction with the accompanying figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Embodiments of the present disclosure will now be described, by
way of
example only, with reference to the attached Figures.
[0011] Fig. 1 is a side view of one aspect of the bridge;
[0012] Fig. 2 is an end view of the bridge showing the pivot system;
[0013] Fig. 3 is a side perspective view of the bridge showing parts of
the locking
system;
[0014] Fig. 4 is a side perspective view of one end of the bridge,
showing the self
propulsion system;
[0015] Figure 5 is a side view of the bridge showing it positioned across
a waterway
in a closed position;
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[0016] Figure 6 is a view of the bridge in an open position, generally
parallel to shore,
with the hinged roadway portion raised to show the pivot system; and
[0017] Figure 7 is a top view of the bridge showing it in an open and a
closed
position.
DETAILED DESCRIPTION
[0018] Generally, one aspect of the present disclosure describes a
floating, self-
propelling, self-ballasting, pivoting bridge for providing ground traffic
access across a
waterway when in a closed position and allowing boat traffic when in an open
position.
[0019] Referring to the figures, the floating, self-propelling, self-
ballasting, pivoting
bridge system 1 is shown in Figure 1. In a closed position, the bridge extends
across a
waterway and provides vehicle and pedestrian access across its upper surface.
The bridge
may also swing to an open position where it is generally parallel to shore and
no longer
allows vehicle and pedestrian access across its surface but instead, allows
boat traffic to
pass through the waterway.
[0020] The bridge has a main floating body 3 with an upper roadway
surface for
allowing vehicle and pedestrian traffic to pass over the bridge. The bridge is
connected to
land at each end A and B. End A has a locking system which can be disengaged.
End B has
a pivot system which allows the bridge to pivot about end B when end A is
unlocked and
disengaged. The bridge has a self-propulsion system 5. This allows the bridge
to move
between an open position where the bridge is positioned generally parallel to
shore and a
closed position where the bridge is spanning the waterway. The bridge may have
a
wheelhouse 7 for an operator. The bridge may also have ballast tanks 9 to
allow the bridge
to float and for adjusting the level of the bridge in the water.
[0021] The upper surface of the bridge includes a road surface 4. The
road surface
shown in the figures is constructed of a metal grid system although any
conventional system
could be used.
[0022] The main body of the bridge has a general pontoon-like structure.
It has a
number of openings under the roadway with a general arched-shape structure and
a bottom
portion connecting each arched-shaped structure along the bottom length of the
bridge.
When the bridge is in water, the bottom portion is underwater and water is
able to pass
through these openings. Water current will therefore have less effect on the
bridge than if it
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had a solid hull design. The pontoon-like edges on each side of the bridge may
also have a
wedged-shaped structure and the bottom portion may also be wedged-shaped on
both sides
of the bridge, with the edge of the wedge extending outward towards the water.
The overall
pontoon-like structure and/or with wedged-shape edges would allow the bridge
to move
through the water with less resistance. This allows the bridge to move more
quickly between
its open and closed positions.
[0023] The bridge is connected to land at each end shown as A and B. At
end A, the
bridge has a housing and locking system for connecting to a complementary
system on land.
End A may be locked to the complementary system on land so that the bridge is
locked into
a closed position, spanning the waterway. End A may be disconnected from the
complementary system on land so that the bridge is able to swing into an open
position,
where the bridge is positioned generally parallel to the shore, allowing boat
traffic to pass
through the waterway. Any conventional locking mechanism may be used. One such
mechanism is a hydraulic ram system used to connect tug/barge systems. These
types of
systems use a type of hydraulic ram or "teeth and cog" locking arrangements.
Examples of
tug/barge locking systems which may be altered for the present use include
ArtubarTM,
ArticoupleTM, lnterconTM, Bludworth-Cook SystemTM, HydraconnTM, and Beacon
JakTM locking
systems. In figure 3, locking ram ports 11 are provided at end A in a housing
12 for a
hydraulic ram system. The ram ports 11 receive locking rams installed on the
adjacent land.
When the locking rams are inserted into the ram ports, the bridge is locked in
place in a
closed position, spanning the waterway, and there is no vertical or lateral
movement to the
bridge structure. Vehicle and pedestrian traffic can now safely pass over the
upper surface of
the bridge. In addition, the same locking system may be used to lock the end A
when it is in
an open position generally parallel to store by providing a second
complementary system
mounted adjacent end A at its open position shown in Figure 7.
[0024] At end B, the bridge has a pivot system shown in more detail in
Figures 2, 5
and 6. End B is permanently fastened to its complementary system on land using
a pivot
system that allows the bridge to pivot about end B when moving from its closed
position,
spanning the waterway, to its open position, adjacent the shore. The end B has
three pivot
plates 13 connected to the bridge, each with a pivot point P. On shore are
complementary
pivot plates 15 having pivot points which align with the pivot points on the
bridge plates at
end B. A locking pin 17 is inserted through the pivot points in each pair of
complementary
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pivot plates, thereby connecting the bridge to the shore but allowing the
bridge to pivot about
the pivot point P. Although 3 pivot plates and 3 locking pins are shown in the
figures, any
suitable number of plates and pins may be used. The locking pin will allow the
bridge
structure a small vertical movement up and down on the pivot system. This will
ensure that
strong vertical forces are not exerted on the pivot system during changes in
the water level
when the bridge is either taking on board or releasing water ballast.
[0025] The bridge may also include a locking gate stabilizer arm. Any
conventional
locking gate stabilizer arm may be used. This arm may be a pivotable and/or
extendable arm
that extends from a mounted position on land or another fixed structure to a
point on one
side of the bridge, near end B. The bridge system may also include stabilizer
arms located
below the water surface that would connect to the submerged corners of the
bridge at end B.
As the bridge moves between its open and closed positions, the lock gate
stabilizer arm(s)
will move accordingly, extending or shortening and/or pivoting from its fixed
end, with the
movement of the bridge. This arm(s) provides additional support for the bridge
during its
movement between its open and closed positions.
[0026] At end B, the pivot plates 15 may be mounted on a system which
allows
vertical movement of the pivot plates to allow the plates to be vertically
raised or lowered with
the change in height of the water. The mount could be any conventional mount.
Examples
include the use of a large kingpin where the plates would ride up or down on
the kingpin with
the change in water height or the pivot plates could be fixed into vertical
steel channels
where the pivot plates would be raised or lowered in these channels depending
on the water
level.
[0027] The system also includes a hinged roadway system 19, also known as
a
linkspan or drawbridge, above the pivot plates. This is shown in Figure 6. In
the figure, the
hinged roadway system 19 is installed on land above the pivot plates 13, 15.
However, it may
alternatively be installed on the bridge. The hinged roadway system 19 moves
to a raised,
upper position, shown in Figure 6, to allow the bridge to swing to an open
position generally
parallel to shore. When the bridge is repositioned across the waterway and
locked at end A
in a closed position, the hinge roadway system 19 is lowered to a horizontal
position, as
shown in figure 5, to allow vehicle and pedestrian traffic to cross the
roadway on the upper
surface of the bridge. The hinged roadway system is shown in the figures at
end B but could
also be included at end A.
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[0028] The bridge is self propelled to move from its closed position
spanning the
waterway to an open position generally parallel to shore. One aspect of the
self propulsion
system is shown in more detail in Figure 4. The system in Figure 4 uses
thrusters 21
installed under the bridge near swinging end A. Figure 4 shows two thrusters
but any number
of thrusters may be used. In one aspect, the thrusters are azimuth thrusters.
Azimuth
thrusters can be rotated in any horizontal direction and provide improved
maneuverability
over a fixed propeller system. In one aspect, the thrusters are electrically
powered, with the
power supplied from the pivot end B of the bridge. In one aspect, the
thrusters are operated
from the wheelhouse. From a closed position, after disengaging the locking
system at end A,
the thrusters are activated and propel the bridge through the "swing" to its
open position. Full
thrust is continued until the bridge reaches about 40 degrees through the 90
degree swing.
At this point, the thrusters are redirected in the opposite direction to slow
the swing. Once the
bridge is stopped and in position, the locking system at end A may secure the
bridge in
position. The entire operation may be done manually or by computer program
with manual
override.
[0029] The bridge may need to adjust its height during different seasons
or tides so
that the roadway of the bridge is at the same height as the roadway on land.
In one aspect,
the raising and lowering of the bridge may be done by a ballast system. Any
conventional
ballast system may be used. The ballast system would be of sufficient size to
provide the
ballast/tank capacity to provide sufficient buoyancy and stability to support
the structure and
allow the structure to ride lower in the water during high water and ride
higher in the water
during low water. In the figures, the ballast system is provided within the
pontoon structure
and includes ballast tanks 9. These may be vertical tanks on the side of the
bridge and/or
tanks on the bottom of the bridge. Figure 4 shows one aspect of a ballast
system including a
common double bottom ballast tank 23 running the length of the bridge
connected to a
number of vertical side ballast tanks 25. Alternatively, the ballast tanks may
be divided into
separate tanks and may be double skinned for safety purposes. In one aspect,
the ballast
tanks shown in the figures have a wedge structure that offers less resistance
to the water
during swinging of the bridge. The ballast tanks would be equipped with
ballast pumps and
emergency backup ballast pumps, as required. The ballast tanks can be filled
or emptied of
water to lower or raise the bridge position as necessary. Figure 5 shows the
bridge
positioned lower in the water in a "ballasted down" position. The ballast
system may be
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operated from the wheelhouse. It can be done manually or by using a computer
automated
system. It may also use a laser system for optimum alignment. When the ballast
system
adjusts the height of the bridge, the pivot system would be adjusted
accordingly at end B.
[0030] Figure 5 shows the bridge in a closed position spanning the
waterway. In this
position, the locking ram system at end A is locked to a complementary system
on land. The
pivot plates 13 and 15 are engaged by locking pins 17. The hinged roadway
system is
lowered. Vehicle and pedestrian traffic can cross the upper surface of the
bridge. Figure 6
shows the bridge in an open position. The end A is disengaged from the locking
ram system.
The hinged roadway system is lifted. The thrusters have moved the bridge about
pivot point
P until the bridge is generally parallel to shore in its open position. The
movement of the
bridge between its open and closed positions is shown in Figure 7.
[0031] In one aspect, the bridge is operated from the wheelhouse.
[0032] One benefit of this bridge system is that it can span passages of
water in
canals, waterways or river systems. In one design, the bridge is 450 feet long
and 62 feet
wide. It can be used to span narrow bodies of water or it may form an opening
link for vessel
navigation in a longer bridge system such as an opening link of a multi-
pontoon bridge
system or an opening link in a fixed/permanent bridge structure.
[0033] In the preceding description, for purposes of explanation,
numerous details
are set forth in order to provide an understanding of the embodiments.
However, it will be
apparent to one skilled in the art that these specific details are not
required.
[0034] The above-described embodiments are intended to be examples only.
Alterations, modifications and variations can be effected to the particular
embodiments by
those of skill in the art without departing from the scope, which is defined
solely by the claims
appended hereto.
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