INLAND WATER TRANSPORTATION WITH PARTICULAR REFERENCE TO RIVER NILE (2)

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Dr. Adel Banawan Ship Design-2

Resistance of push tows:

The resistance of pushed tows per ton displacement or per ton dead weight is lower than single self-propelled barges and tugs towing dumb barges, of the same capacity and speed.

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 Considering a push tow with barges raked at both ends, Eddies are formed due to rakes at both end of each barge.

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Dr. Adel Banawan Ship Design-2

 An increase in the resistance of barges due to these eddies.

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 These gaps which are due to the raked ends, reduce capacity of the convoy as these spaces could be used for cargo and their buoyancy could be of one use or another.

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Dr. Adel Banawan Ship Design-2

 To eliminate these two effects, the barges may be made of square ends, hence when lashed together; there will be no gap in between. In this case we have two possibilities:

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1- Each barge has one square end and one raked end.
When lashed together they will form one hydro-dynamically single unit, with the gap in between being eliminated.

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If the convoy is formed of some groups of such barges, it is called a semi-integrated flotilla

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Dr. Adel Banawan Ship Design-2

Each integrated group of barges must be loaded to nearly the same draft; otherwise the resistance will be unduly increased by the effect of the protruding part of the barge with the deeper draft

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Dr. Adel Banawan Ship Design-2

2- All barges of the convoy are of box shape i.e., having both end squares, and the most forward barge is to have a box shape at its aft end and a raked shape at its bow.

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Obviously with such tows, all barges must nearly have the same draft, otherwise ballasting may then be necessary.

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This system is termed the "Fully Integrated flotilla

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This system is considered to have the least resistance, and the smallest fuel consumption per ton dead weight compared to all other systems.

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 In certain cases, the pusher is also to be made to draw the same draft and can thus be integrated with the convoy.
In effect they will be a single hydrodynamic unit of a larger size and length.

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Construction of pushed barges:

Pushed barges are of simple construction. In particular the box ended barges of integrated and semi-integrated barge systems are very simple to construct and are adaptable to mass production and prefabrication.

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 The cost of such barges is very much reduced compared to ordinary ship-shaped dumb barges. This reduced constructional cost improves the economy of the fleet.

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 The type of cargo has a pronounced effect on the design of barges. Barges designed and built to carry dense cargo should be constructed with small volume and high longitudinal strength.

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 Interchangeability between various types of commodities is of utmost importance to the owners overall operations.

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 River conditions determine the coaming height, which is dependent upon the maximum wave height.

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 Headlog and sternlog design is quite important in regards to the resistance quality.

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Consideration of resistance of inland water transportation fleets:

The resistance of these fleets increases over the unbounded water resistance, due to shallow water or the blockage effect.
The increase of resistance due to shallow water is appreciable particularly at higher speeds.

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 At a water depth to draft ratio less than 2, the resistance increases at a higher rate. The resistance increases with the reduction of the underkeel clearance. A minimum clearance of 50cm is commonly used, but this depends upon the speed.

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 The ratio of length to breadth of the tow whether it is a single unit or a pushed convoy will also affect the resistance.
A narrow long tow experiences less resistance than a short board tow of the same size and advance speed. However the latter steers in a better way than the former.
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 The shape of the rake affects the resistance of a particular barge. Spoon type rake proved to be more favourable, though they cost slightly more in construction.
The radius connecting the rake to the barge bottom is more importance than the rake slope itself.

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Speed of inland water fleets

The speed of the units, tows, or flotilla for inland water transport depends on many factors.

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1- Resistance
The resistance can be assumed to increase as the square of the speed because the resistance is mainly frictional at such low speeds

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 In water of a restricted depth the resistance increases more rapidly with the speed because of the introduction of wave-making resistance, until it reaches a considerable high value near to the critical speed.

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2- Squat
Squat is the increase in draft and change in trim due to hydrodynamic effects caused by the motion of the water round and under the ship at relatively higher speeds.

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 The squat increases as the speed increases and of course, it also increases as the under keel clearance is decreased.

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 The condition of the waterway governs the maximum permissible speed allowed to avoid unduly high resistance and excessive squat, which may eventually cause grounding. It also governs the maximum draft to which units can be loaded.

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 There are certain places where the depth of water is rather small, it is usually more economical to load the units to a draft which permits the units to pass such places at very reduced speeds rather than loading the units to smaller drafts in order to maintain a higher speed.

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3- current speed
The current speed and the required transport speed determine the minimum still water speed required.

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4- type of commodity
In cases where quick delivery is more important than the reduced cost of transport, as in the case of chemicals, perishable goods and finished products, the speed can be made relatively high.

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 With raw materials, gravel, clay, .. etc., the speed is normally low. It must be noted that, high speeds are best suited for non-stop movements of a unit or a tow.

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 The speed of inland water transport usually ranges between 10.0-18.0 km./hr., in still water. A speed lower than about 8.0 km./hr. should be avoided for safe maneuvering, unless special means of steering is employed, such as the increase in the rudder area.

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Design Consideration
Size of Unites, Overall Dimensions
Each unit; barge, tug, pusher or self-propelled barge has to be constructionally rigid. The ratio length / depth governs the stiffness of the unit.

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 The length of the unit is governed by the usable length of the locks on route. To increase the efficiency of the locks, the usable length of the lock must be a multiple of the length of the unit (if the units are made of standard length).

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 Similarly the breadth of the lock must be multiple of the breadth of the units plus some allowance.

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 Hence for a developed inland water transport system the length and breadth of the units should be standardized and these standard dimensions are to be chosen in connection with the dimensions of locks on route.

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 Standardization permits the mass production of units, which in turn reduces constructional costs. It also permits the maximum efficiency of the locks which affects the capacity of the waterway and the time of the voyage leading to a reduction in the cost of transportation.

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Size of Pushed Convoy

The maximum length and breadth of a pushed convoy are also governed by the sharp bends on route. The ratio of radius of curvature of the sharpest bend to length of the convoy, of about 3.0 is considered suitable.

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 If the number of such bends is limited, it may be found more economical to adopt a longer convoy which could be broken into two parts and moving each part through the bend at a time, after which the two parts of the convoy can be brought together once again.

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 A pushed tow can either pass a lock complete at any one time or it may be broken into parts, passing the lock one at a time, then reassembled.

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 It is clear then that the size of the lock does not impose serious restrictions on the size of the convoy provided that the lock is not too small compared to the size of the convoy, and that the number of locks to be passed is limited.

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Power installed
The power to be installed depends on the following:
1- The size of the tow whether a single barge, pusher tug and dumb barges, or pusher barge and pushed dumb barges.

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2- The condition of the waterway and the required still water speed When towing with or against the current.

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 Steering causes a loss of the attained average speed through water due to the repeated use of rudders.

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 For upstream navigation the loss of power due to rudder action is about 15.0% of the installed power, and for downstream navigation the loss is about 20.0%.
Hence a margin of about 25.0% of the power required should be added to make up for the power lost in steering.

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Propulsion Machinery and Systems

The propulsion machinery used in the River Nile is invariably diesel engines, ranging in power from 150-300 H.P. at 1800-2400 r.p.m.

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 The reverse reduction gearbox is usually 2.5 or 3.5:1 achieving propeller shaft rotation of about 600 - 700 rpm having an optimum propeller diameter of about 1.0 1.10m.

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 The proposal to use gas engines should be considered in future in order to make this mode of transport virtually ideal from air pollution point of view.

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 Screw propellers are invariably used either of the conventional type or tunnelled propellers, Z-drive systems are rarely used except in pusher tugs.

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 It is the normal condition to have the single barges propelled by a single screw arrangement, while twin screw arrangements are only used in pusher tugs and pusher barges.

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