FINAL TECHNICAL REPORT

Including

TECHNOLOGICAL IMPLEMENTATION PLAN

CONTRACT N : G3RD-CT-2001-0458
PROJECT N : GRD1-2000-26821
ACRONYM :

INBAT

TITLE :
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

PROJECT CO-ORDINATOR :
Thomas Guesnet, VBD
PARTNERS :
VBD Europisches Entwicklungszentrum fr Binnen- und Kstenschifffahrt Germany
Deutsche Binnenreederei Germany
Ship Design and Research Centre Poland
NAVICENTRUM Poland
Technical University of Szczecin Poland
NECKAR-BOOTSBAU Germany
ODRATRANS S.A. Poland
SCHIFFKO GmbH Forschung und Entwicklung maritimer Systeme Germany
Volvo Penta AB Sweden
POLITECHNIKA WROCLAWSKA Poland
S.A.D.E.F. AG Belgium
The Eckold Group Germany

REPORTING PERIOD : From April 2001 to August 2004

PROJECT START DATE : APRIL 2001 DURATION : 41 Months
Date of issue of this report: 14. January 2005

Project funded by the European Community

under the Competitive and Sustainable
Growth Programme (1998-2002)

Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

1.
Executive Publishable Summary
The shift of freight from road to water is one of the European strategies to reduce the negative
impacts of the increasing transport volume. The River Rhine and other major rivers like the
Danube, or the network of deep water canals with good infrastructure can be considered as the
backbone of the European inland water-way transport system. But these inland waterways presently
serve only parts of West, Central and South-East Europe. Far more inland waterways do exist in
other countries and regions, but due to their insufficient either permanent or seasonal low water
depth and the limited size of the admitted vessels, only a comparatively low volume of transport can
be achieved. The upgrading of these waterways to a higher capacity is planned at long term but
often restricted by technical, environmental and / or for budgetary reasons.
The INBAT R&D Project has successfully developed the INnovative BArge Train. This
combination of push boat and barges will be able to transport a greater capacity of cargo in case that
the water depth of the river or canal is strongly limited. This is the case for example with rivers Elbe
and Odra during quite remarkable parts of the yearly operation periods. With the innovative
technical developments of the INBAT Barge Train it had been the main target of the ship operator
partners to decrease both the operation and investment costs, as well as to extend the transport
performance and abilities at low draught navigation.
The dimensions expressed in Length x Breadth of the INBAT are identical to the maximum ship dimensions used so far on the given waterways and correspond to applicable regulations. Given these
size and draught limitations, the better transport performance of INBAT has been made possible by:

A reduced light weight of the barges

Improved barge transport capacity, both in terms of volume and weight
Extended utilisation of the waterway in periods of low water levels
Power- efficient propulsive devices, optimised for shallow water
Cost- effective ship structure construction methods
Modular design concepts reducing building and maintenance cost.

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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

The main technical data of the INBAT can be resumed as follows:

Length x Breadth x Design draught of the total barge train:
118 m x 9,0 m
Length x Breadth of one single barge:
48,5 m x 9,0 m
Light draught of the barge
0,20 m
Deadweight per barge at design draught 1,70 m:
641 tons
Length x Breadth of the push boat:
20 m x 9,0 m
Push boat with a total power of at least 480 kW transmitted with 3 propellers and sufficient thrust
for barge operation in shallow waterways with a push boat draft limited to 0,60 m

As a conclusion it can be reported at the end of the R&D project, that compared to the present
conventional barge trains operated on the rivers Elbe and Odra and considering an equivalent
operation profile, the benefits of an INBAT system will be almost 30%. This most promising result
is now intended to be verified in full size by an INBAT demonstrator barge train.

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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

2.
Objectives of the Project
The INBAT project develops a low draught inland water transport system by utilising new super
light weight construction materials together with innovative ship design, engineering and
production methods for reduction of building costs and improvement of payload. Simultaneously
new effective shallow draught propulsion systems for this purpose are developed and hull forms get
optimised for best overall operating efficiency.
Technical objectives have been precisely given:
Increase of payload for barges by at least 20%
Decrease of construction and operation costs for barges and pushers by at least 30%
Application of new light weight materials and material combinations in water transport
Provision of reliable data and methods for dimensioning the new super light weight materials
and related hull structures based on physical tests and mathematical assessments.
Innovative, future oriented and more efficient production technologies in construction.
Efficient low draught propulsion systems
Improvement of the overall efficiency by more than 30% considering the life time of the
transport system.
With these ambitious objectives, the INBAT project contributes to the strategic aims of the
European research policy:
-

The EU inland water shipbuilding industry producing at a high cost level and is for this reason
severely threatened by imported ships (with very conventional technology) from low-cost
countries like People Republic of China. The technological advance promoted by INBAT will
increase productivity and secure employment in the European industry.

On the INBAT ship, the working and living conditions will be better then on conventional push
boats.

There are numerous minor waterways in Europe and most of them are connected to seaports.
With the INBAT concept, transport on these confined waterways will be competitive again and
this will offer a alternative to road transport.

The fact that the INBAT ship will need less water depth for operation than conventional ships is
important from the environmental point of view, as in many cases the investments needed to
maintain a waterway can be reduced and the waterway can keep a more unspoiled character.
At the end of the project, it can be stated that the objectives of the project have been fully achieved,
as innovative ships with reduced draught have been developed.

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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

3.
Scientific and technical description of the results
The shift of freight from road to water is one of the European strategies to reduce the negative
impacts of the increasing transport volume. The River Rhine and other major rivers like the
Danube, or the network of deep water canals with good infrastructure can be considered as the
backbone of the European inland water-way transport system. But these inland waterways presently
serve only parts of West, Central and South-East Europe. Far more inland waterways do exist in
other countries and regions, but due to their insufficient either permanent or seasonal low water
depth and the limited size of the admitted vessels, only a comparatively low volume of transport can
be achieved. The upgrading of these waterways to a higher capacity is planned in long terms but
often restricted by technical, environmental and / or for budgetary reasons.
The INBAT R&D Project has successfully developed the INnovative BArge Train. This
combination of push boat and barges will be able to transport a greater capacity of cargo in case that
the water depth of the river or canal is strongly limited. This is the case for example with rivers Elbe
and Odra during quite remarkable parts of the yearly operation periods. With the innovative
technical developments of the INBAT Barge Train it had been the main target of the ship operator
partners to decrease both the operation and investment costs, as well as to extend the transport
performance and abilities at low draught navigation. As a conclusion it can be reported at the end of
the R&D project, that compared to the present conventional barge trains operated on the rivers Elbe
and Odra and considering an equivalent operation profile, the benefits of an INBAT system will be
almost 30%. This most promising result is now in-tended to be verified in full size by an INBAT
demonstrator barge train.

Better Payload compared to conventional Push Barge Trains (increase of > 20%)
More Independence from Environmental Influences (Shallow Water)
Lesser Material and Production Costs
Longer Life Time
Minimum Operating and Maintenance Costs (decrease of >30%)

Fig. 1 INBAT Targets

Conventional inland waterway transport is considered to be viable with barge draughts of minimum
1,40 m and a water depth always superior to 2,00 m. The waterways considered in the INBAT
project will at some seasons have a water depth of less then 1 m, limiting the draught of the barge
train to 0,60 m. On the other side, in seasons with sufficient water depth the same barge train has to
be operated with a much larger draught of 1,70 m to ensure a high transport volume.
Length and Breadth of the barge train are limited by regulation or the size of existing locks. In this
case, the total length and breadth has been assumed with L x B = 118,0 x 9,0 m, referring the
waterways of he Odra and the Elbe.
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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

INBAT in shallow water

TP

HFP

TB

INBAT in deeper water

LT

Fig. 2 Conceptual Parameters of the INBAT Barge Train

One of the key issues for effective transport on shallow waterways is the choice and optimization of
the propulsive system. The main project requirements concerning the propulsive system can be
described as follows:
Total power of at least 480 kW transmitted with satisfying efficiency
Sufficient thrust for barge operation in shallow waterways with a push boat draft limited to 0,60
m
Good manoeuvrability of the barge train
Low investment costs and good reliability
As the design draught of only 0,60 m was specified as one of the project parameters, the standard
solutions of river push boats were not applicable and a in a broad approach, different innovative and
conventional propulsive systems were analyzed and tested. Among these were:
Paddle wheel system, optimized for minimum draught
INVERTA, a new development of the cycloid propeller type.
G-TEC, electric propulsor with electric components disposed in the outer nozzle ring

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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

These were compared to different applications of the conventional propellers combined with a Kort
nozzle:
Triple propeller with two side of propellers of relatively small diameter and one larger centre
propeller of hoistable rudder propeller type
Twin propellers of relatively small diameter as-sisted by a auxiliary drive of bow thruster type
Quadruple propulsion with relatively small propellers.

Fig. 3 Propulsors Tested for Shallow Water Application

Finally, the concept with the triple propellers was retained. The triple propeller installation has two
side propellers of relatively small diameter working with conventional shafting and twin rudders per
propeller for propulsion in shallow water, and one additional larger centre

Fig. 4 Propulsion Layout with Triple Propellers

propeller of totally hoistable 360 degrees azimuth rudder propeller type for additional propulsion in
deeper water with higher propulsive efficiency. Main reasons for this choice were cost-benefit
considerations and good thrust efficiency that had been obtained in the model tests.
The most advantageous barge train layout will be to use two identical barges, coupled together at
the box-shaped extremity. Fore and aft body of the convoy will have a bow shape.
In order to obtain a high payload in a draught range between 0,60 and 1,70 m, hull forms with high
volume are requested. The hull form with the highest volume could not be retained, as these will be
strongly penalized with high resistance in the cases of large draught. In this case, an decrease in
displacement of only 6 tons in the bow part resulted in a decrease in resistance of about 20%.

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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

Many minor inland waterways are not only restricted in water depth, but present also a narrow
waterway breadth and probably a winding river course. Excellent manoeuvring properties of the
barge train are therefore requested. The propulsive system of the push boat with the centre rudder
propeller proved in tests to deliver sufficient transverse forces to perform the manoeuvres specified
in the River Rhine regulations.
The risk of grounding is not excluded when the barge train navigates with a keel clearance often
reduced to 0,30 m. This case has been investigated with a nonlinear finite element analysis of
barges in collision and grounding.
Light weight materials and their effective structural application in transport systems has been the
key element for R&D work on economic transport in shallow water navigation. Extensive market
surveys and material investigation on suitable construction materials were made for the innovative
barges and push boat. Investigations focused on light weight, physical properties and strength,
availability and related costs, machining characteristics and processing costs, as well as later
maintenance possibilities and repair efforts, being some of the key cost/benefit criteria of the
project. This research was done for metallic materials, polymer matrix composite materials, and
also for insulation materials, as their new combination and combined properties were expected to
provide the required substantial reductions in weight and costs.

Fig. 5 Investigations for new Materials

Higher strength low alloy steel and duplex stainless steel were pre-selected in the form of thin plate
materials, based on the prior developed criteria and structural concepts to provide the required
longitudinal and transverse strength especially for the barges at minimum material and processing
costs. During the engineering phase finally higher strength low alloy steel was selected for price
reasons, as stainless steel was more expensive. This metal sheet material was further optimised for
weight and strength by introduction of structural shapes. With application of roll forming
techniques to prefabricate all parts from coil material, these semi-finished products have highest
possible accuracy and provided fast and effective assembly at low production costs.

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Final Technical Report

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

Fig. 6 High Precision Roll-Formed Sheet Metals

The thin plate materials could be joint by form interlocking with securing by clinching techniques.
Clinching enables the joining of two heterogeneous thin metal sheets even with finished surface
protection, without additional fastening elements such as rivets or bolts, and does not need any
predrilled holes. It is already well established in other industries to avoid heat introduction with thin
metals by welding and subsequent costly distortion corrections.

Fig. 7 High Precision Roll-Formed Sheet Metals

In order to provide both the global and local strength and to stabilize the thin metal hull structure,
light weight polymer matrix composite materials such as foams or light concretes were extensively
investigated and finally polyurethane foams (PUR) of different densities were selected to fill the
structures insitu and to provide full buoyancy to barges and push boat in case of hull damage. As a
compromise of light weight, sufficient compressive strength and water tightness in case of damage
a closed cell foam structure was selected. For these structural concepts for barge and push boat
design patents were gained for Europe and beyond.

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Final Technical Report

Issued: 21/01/2005
INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS
Pipe infrastructure with or without circumference surface, or with partial surfaces made of
compressed material (watertight or non-watertight) or of metal.

Pipe infrastructure in
position supported by
blocks of foam or any
other material.
Bottom
plate

Suspended by hanging.

Pipe infrastructure with a foundation plate of any type of construction (simple metal plate(s)
sandwich design - with or without filling material).

Foundation
structure

Foundation without filling

material
plate

with filling
material

Fig. 8 Construction Method Using Composite Materials

In order to verify the theoretical models and calculation assumptions made for the global and local
strength assessment extensive laboratory tests with test specimen of sandwich type were performed.
During the engineering process there was an optimization of surface preparations and provision of
protective coatings for best adhesion and corrosion protection in connection with foam application
under assembly shop conditions.

Fig. 9 Material Testing In Laboratory

In parallel to foam tests with small sandwich strips also handy size test bodies were produced.

Fig. 10 Handy Size Test Bodies For Foam Application Tests

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Final Technical Report

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

The construction of the first full size test body of a loading platform with dimensions of 6 m x 1,8
m gave first experience on fabrication methodology and time requirements as basis for process
optimization and construction cost calculation.

Fig. 11 Large Size Test Body for Study of Full Size Processing

The built test body will be further utilised also for full size impact load tests.
Simultaneously also other light weight construction solutions were effectively investigated such as
sandwich constructions for outer shell and inner box shaped hull structures, such as the higher
tensile strength steel I-Core panel system using laser welding techniques, or steel / elastomer
sandwiches.
During initial cycles with all project partners and their different expertise and background, various
new concepts for new light weight barges and innovative pushers were proposed, discussed, further
analyzed for technical feasibility and for costs / benefit criteria. Based on the requirements for the
selected waterways the maximum overall dimensions of the barge train and the individual sizes of
barges and push boat were optimized with respect to cargo capacity, standard container sizes and
particularly longitudinal strength considerations.
Developments were started with the barges, as increase of payload was of key concern for cost /
benefit considerations.
The first structural barge concept was defined as a minimum weight flat deck carrier and
alternatively as a deeper draft version in Ushape with side boxes. This concept uses thin sheet rolled
form metal profiles in combination with light weight Polyurethane foam and intended joining
techniques for the metal profiles by clinching techniques as elaborated with lightweight
construction materials. In order to have a better comprehension of this light weight construction
methods, an INBAT Construction Model was manufactured.

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Final Technical Report

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

Fig. 12 INBAT Construction Model

A second concept for barges was developed with more traditional design arrangements for barges,
but eventually optimised as universal U-shape barge with inner bottom being made of new
composite steel and Elastomer sandwich construction. The inner bottom is supported by a newly
developed bent-floor steel construction for fast and simplified assembly, for which a patent had
been registered with the Polish authorities.

Fig. 13 Barge with Elastomer Sandwich Construction

The double bottom of cargo hold block is reinforced and secured against double bottom flooding in
case of hull damage by filling with Polyurethane foam.
Subsequently a third barge concept was developed from extensive investigations into sandwich
panel and light weight structures. This I-core design has adopted the Meyerwerft panel design
that was created within the European Research Project SANDWICH. These steel panels are now
considered within the INBAT project not only for some local hull structure, but comprehensively
applied as a novelty for bottom and side shells, as well as inner double bottom, side decks and inner
bulkheads. For this purpose respective connecting pieces were developed between panels and the
conventional steel structures as suitable for inland barges.

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Final Technical Report

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

Fig. 14 Barge Design With I-Core Panels

While the key focus of INBAT developments were for shallow water barge trains to operate at only
0.6m draught, also an additional development was made based on operators requirements for best
exploitation of INBAT results with enhancement of overall barge train operating costs to maximum
draught of 1.7m. While the shallow water barge concepts were designed for a triple length of
32,50m, the deeper draught barges could be designed for a dual length of 48,75m due to higher side
depth and resulting better longitudinal strength.

Fig. 15 Production Oriented Bow Shape for Barge

Barges for 0,6m to 0,9m draught were designed of box shape for maximisation of displacement and
best pay load, with the intention to utilise a mobile bow system for reduction of water resistance.
The deeper draught barges were designed with single end bow shape for reduction of water
resistance at full draught range.
The first concept is by far the most innovative and in the same time the most challenging in terms of
meeting existing classification society rules and regulations for traditional ship construction. The
second concept is combining traditional elements with new fabrication techniques and new material
combinations to effectively reach the most favourable light weight conditions. As minimum barge
light weight is the key factor in the benefit calculation for maximum payload this second concept
was finally selected as reference in the cost / benefit analysis for the INBAT project. The third
concept considered as a novelty the full application of a steel sandwich panel system in inland water
vessels. With the already available physical data of materials and structure in shipbuilding this
concept could be realised effectively already within the shortest period. All three concepts showed
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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

considerably lesser weight ratios when compared to the traditional reference barges in service
today.

Fig. 16 Local model of the U4 barge

The barge concepts were in parallel structurally analyzed for weight, as well as for global and local
strength, considering the loads acting on the structure for standard voyage conditions with the
different dry cargo types, and also in emergency situations (collisions and grounding). For the
barges respectively also for the push boat investigations were made also into light weight outfitting
equipment, such as modular mobile anchor and lashing systems, for further enhancement of cargo
deadweight.
For the push boat the design strategy of a light weight body with modular deck outfitting had been
practiced.
Outfitting
Components
(Anchor
module)

Outfitting
Components
(Pushing Shoulders)

Pusher

Barge

Coupling
module

Propulsion
module

Basic body
pusher

Accommodation
module

Control
module

Container

Tank

Basic body barge

with hold equipments

General
cargo

Bulk Cargo on Platform

Barge
Cargo in U-Shape Barge

Fig. 17 Push Boat Modules

The hull for the push boat will be constructed as a light weight buoyancy body made of
Polyurethane foam with Elastomer casted shell skin to effectively and economically consider the
multiple tunnel shapes for the propulsors and the bow form. On top there is a steel / foam structure
as deck platform, to take the engines, propulsors, accommodation block, crane and control module
with equipment, as well as the strong beams around the push boat and also in way of the propulsors,
to effectively distribute the static loads of propulsion units and push shoulders, anchor modules and
bollards, as well as the impact loads when acting as a fender. For this push boat concept and the
related production methods another European patent was successfully applied and registered.

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

Fig. 18 Push Boat Section

For the push boat a variant with mobile bow for shallow water barges with draught of max. 0.90m
was investigated. This mobile bow has the purpose to reduce water resistance by either being
coupled to the push boat itself or to the front barge. It was designed with a pump jet propulsor to
provide best manoeuvrability for both the barge train and also the push boat. With emphasis of the
INBAT project to also deeper draught barges this variant lost the importance and developments
were frozen.

Fig. 19 Push Boat Concept

For the most favourable propulsors, their arrangement and their required thrust with different
operating conditions alternative push boat concepts were elaborated. Light weight design solutions
such as the stand alone INBAT Propulsor Box were compared with solutions in the market for
best cost / benefit considerations.

Fig. 20 INBAT Propulsor Box

Besides to the technical aspects, also the various requirements referring to safety of navigation,
safety of crew and to environmental protection were incorporated. The modular design strategy of
the push boat, the efficiency in propulsion systems with reduced fuel consumption and the expected
reliability of systems and good maintenance and repair

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Fig. 21 3-D View of the Push Boat Propulsion System

facilities will effectively contribute to the gained cost reduction of about 30% during the life time of
the transport system.
During all project phases cost-benefit analyses have been performed. For this particular purpose a
calculation tool has been developed. There is a computer code for profit optimization of barge trains
in the real inland waterway navigation selectively to be applied for with profiles of Odra and Elbe
rivers using variable water resistance conditions. This software is based on Genetic Algorithms to
solve optimization problems such as: maximization of profits from the operation of the barge train
versus power settings of the main engines. Based on optimized operation profiles the evaluation of
economic indices can be performed in relation to a selected barge train. The following economic
effectiveness factors will then be evaluated such as: net present value (NPV), internal rate of return
(IRR), break event point (BEP), return of investment period (t), and profitability ratio (r). The
results have shown that the initially assumed values of effectiveness factors for innovative INBAT
barge train can be achieved when being compared to conventional barge trains. From the ship
operators point of view the results clearly indicate that the investment in an innovative INBAT
barge train will be most attractive for potential ship owners. Calculation software for cost-benefit
assessment of ship operation has been made available.
Compared to the conventional barge trains used so far on waterways such as the Odra River, the
benefits of using an INBAT barge train are as follows:

Reduction of fuel costs due to higher propulsive efficiency

Total reduction of time requirement per trip, allowing more trips per year.
Increase of payload capacity due to lesser light weight of barges.
Better utilization of particular river operation profiles for optimized efficiency.
Capability to transport on barges heavy bulk cargo (iron ore) at maximum permissible draught.
Capability to carry also container and special large volume project cargoes.
Increase of operation time by utilization of also low water level periods in the river.
Additional waterway stretches with low water depth that can be utilized for navigation.
Reduced time for maintenance and repair due to modular outfitting and better accessibility.
The increase of navigation at average operating draught will be 25,4 %.
The power consumption required to obtain a transport work of 1000 tkm will be reduced from
27 kWh to then 20 kWh with an INBAT barge train.

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

The high commercial potential of the developed solutions is documented by the fact that a total of 8
patent applications have been submitted and that the consortium partners are actively engaged to
organise a follow-up project to verify the project results in building and operating a full-size barge
train.

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Final Technical Report

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INNOVATIVE BARGE TRAINS FOR EFFECTIVE TRANSPORT ON SHALLOW WATERS

Technical data of INBAT:

Length x Breadth x Design draught of the total barge train:
118 m x 9,0 m
Length x Breadth of one single barge:
48,5 m x 9,0 m
Light draught of the barge
0,20 m
Deadweight per barge at design draught 1,70 m:
641 tons
Length x Breadth of the push boat:
20 m x 9,0 m
Push boat with a total power of at least 480 kW transmitted with 3 propellers and sufficient thrust
for barge operation in shallow waterways with a push boat draft limited to 0,60 m

Fig. 22 3-D Visualization of the INBAT

As conclusion it can be stated that using modern techniques and innovative approaches, the INBAT
project proved that it is possible to ensure a cost-efficient transport even in difficult conditions of
inland waterway navigation.

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