Ship Design - Inland Vessel

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European Inland Waterway Navigation Conference

8-10 June, 2005, Szeged, Hungary

Improving Inland Waterway Transport Efficiency by a New


Approach to Vessel Design

Zoran Lajic ( # ) , Antonio Leo (#)


, Antonio Tiano ( # ), Marija Tomic( )

(#)
Department of Information and Systems-University of Pavia
Via Ferrata 1, 27100 Pavia, Italy
( )
Institute of Technical Sciences of the Serbian Academy of Sciences and Arts
Knez Mihailova 35/IV, 11000 Belgrade, Serbia and Montenegro

Received: March 17, 2005.

ABSTRACT
In this paper the two main approaches to river shipbuilding, the American (USA) and the
European one will be presented. The former is mainly based on towboats and barges fleet, while
the latter one self-propelled barges and towboats are present at the same time with a barge train
compositions. Also, some new ship concepts will be presented as possible solutions for increasing
ship efficiency. Accent will be on the use of azimuth thrusters and diesel-electric propulsion.
Increasing efficiency of ship design office can be achieved by using dedicated software for ship
design and technical drawings databases, such as software “Ship Design Support”, the main
features of which will be outlined. Towboat and barge design for Navigation on the PO River will
be presented in this paper. The final part of the paper will be devoted to explain procedure for
designing river vessel.

Keywords: inland waterway transport, ship design, software engineering

1. Introduction

Today two different approaches to the river shipbuilding exist. The first approach is
American (USA) and the other one is European. American inland waterway transport is
mainly based on towboats and barges fleet. Each area of the country developed its own
type of towboat to suit its particular inland water environment. Small and extremely
maneouverable vessels predominate on the rivers above Pittsburgh, on the upper
Mississippi River and its tributaries. Ohio River craft are larger and more powerful
because the river and locks can accommodate larger tows (fifteen jumbo barges), while
the largest boats are found on the middle and lower Mississippi River where tows of 40-50
barges can be easily handled by boats of 8,000 to 10,000 HP [1].

In Europe situation is more diversified. In fact we have the same time, the presence of
self-propelled barges (river ships) and towboats with a barge train compositions. On
Rhine river , self-propelled barges are dominant, while on Danube river, towboats are
common practice.
2. Inland Waterway Vessels

If we take a look at the whole population of inland waterway cargo vessels, then it is
evident s that these vessels can be divided into the following groups:

• Self-propelled barges (river ships)


• Towboats
• Barges

Self-propelled barges and barges can be designed for carrying:

• General cargo
• Bulk cargo
• Liquid cargo
• Ro-Ro cargo
• Containers

2.1 Towboats

Inland river towboats (functionally they are pushboats) have been used since the early
1900s as the propulsive power for fleets of barges moving many types of cargo up and
down the rivers of the United States. The early units were stern paddle wheelers of
which the Sprague was perhaps the most famous. These first towboats were powered by
single cylinder steam engines, which converted their reciprocating action into rotary
motion at the paddlewheel [1].

Preparation for Design– For proper towboat design it is essential to establish all
parameters of its intended use. This action must be done in cooperation with shipowner.
The owner must describe his basic requirements. For this purpose the fallowing
information is extremely important:
1. rivers to be sailed;
2. draft limitations on such rivers;
3. speed anticipated up and down river to make the movement economically
feasible;
4. size and type of tow (size of barges, formation of barge train, draft of barges, etc.);
5. number of crew;
6. engine manufacture preference;
7. possible requirements for special equipment.

Size and Speed - The size and speed of towboats have had variations over the years. The
size of the towboat will be determined by the rivers to be run, the tow size anticipated, and the
locks (if any) to be traversed. In Europe it is usual for towboats with smaller power to have
beam of 11.4 m. The beam of standard Europe II barge dictates this dimension. Towboat
speeds vary from zero, when the boat is pushing a fleet of barges into a lock, up to 19 to 21
km/h when running free. The speed under tow is fairly well related to the river
characteristics, ranging from about 10 km/h for narrow rivers and canals up to 16 km/h
on main European rivers. In USA on lower Mississippi River speed under tow can reache
19 km/h for low resistance, integrated tows. On Danube river vessel speeds are limited up
to 21 km/h, because of shallow water effects. The speed is critical for Froude number
Fnh = V / gh = 1 . However it will be very convenient to keep Froude number for water
depth less than 0.8. Horsepower can be determined from the speed and tow size. On Figure
1 the resistance curve for barge train convoy of 4 barges in formation S 2+2 is presented. This
diagram is developed on the basis of Marchal polynomials [2] and VBD (Versuchsanstalt für
Binnenschiffbau Duisburg e.V.) model tests [3]. The dashed line represents resistance
based on the VBD model tests and the continuous line represents resistance based on the
Marchal polynomials.
S2+2

300

250

200
Rt [kN]

150

100

50

0
0 2 4 6 8 10 12 14 16
V [km/h]

Marchal Duisburg

Fig. 1 Resistance diagram of towboat with 4 barges in S 2+2 formation

Barges are standard Europe IIb with draft of 2.5 m and displacement of 1975t. Water
depth is 5m. On Figure 2 a typical S 2+2 barge train configuration is presented. This
configuration is common practice on European rivers.

Fig. 2 S 2+2 formation: Towboat with 4 barges

Configuration - Owing to river depth limitations, the ratio of length over beam is
much smaller for a towboat than for cargo sea going ships. The draft is also very
important because it influences the propeller size, and the efficiency of propulsion is
affected by the amount of water under the hull. Furthermore a sufficient displacement
must be achieved in order to carry the required machinery and consumables . Bow lines
should be determined for the best flow conditions between the stern of the last barge in the
fleet and the bow/midbody area of the boat, while keeping in mind that the towboat will
frequently have to operate by itself. Spoon or modified spoon bows seem to be the best
compromise to date. Midbody shape is generally dictated by the need for engine room
space and tankage requirements along with displacement needs. Square midship
sections with a radius or double chine at the bilge knuckle are quite common [1].
800

700

600

Displacement [t]
500

400

300

200

100

0
0 500 1000 1500 2000 2500 3000 3500 4000 4500
Brake Power Pb [kW]

Fig. 3 Displacement versus PB

The stern lines are the most important characteristics and smooth, uninterrupted water
flow to the propellers is essential. However, flanking rudders, stern tube, shafting, and
struts all tend to block or interrupt the flow of water to the propellers. Water to the
propellers and rudders will not flow only from the bottom of the hull but in shallow water
will mostly flow from the sides. Therefore, long flow lines from the midship section are
necessary with easy and rounded shapes in both directions, longitudinally and
transversely. Propeller size and the amount of water through it greatly influence the
length of run from the midship section to the propellers.
On Figure 3 there is shown the dependence between installed power and towboat
displacement. This diagram is developed on the basis of 30 existing European towboats.
Displacement is in strong connection with installed power because towboat hull must be
capable to carry only machinery and consumables. All cargo will be transported in
barges.

Fig. 4 Towboat – major components [1]


Since steering and flanking are very important to river towboats, the configuration of
rudders must be carefully studied. It is well established that one steering rudder and two
flanking rudders are needed for each propeller. An essential for good towboat
performance is the requirement for a seal at the aft end. That is, the transom should be
immersed about 230 to 300 mm into the water when resting in still water. When going
ahead the propeller race will flow directly off the bottom without creating eddying
effects. However, when backing down, the seal will prevent the entry of air under the hull,
which could cause disastrous cavitation in the propellers and almost complete loss of
reverse thrust. In keeping with this necessity, the placement of consumables should be
made to allow the stern to remain at a constant draft no matter what condition of fuel and
fresh water is aboard. Close control of the addition of ballast to assist in this problem
can also be useful. The bow deckline on a towboat is as broad as at the mid-body except
for a generous radius at each outboard corner. Each side of the bow will have one or two
towing knees, which contact the stern of the barge directly ahead. The knees are
usually lined on the forward side with hard rubber to reduce impact damage when boat
comes against barge. When the boat turns, say to starboard, the port knees must take the
ahead thrust while the starboard side wires from the winches are in tension to take the
reverse pull caused by moving the stern to port. Therefore, the greater the spread of the
towing knees the less the reaction forces. Side winches as well as bow winches are used
to give as great a spread of the couple forces as possible. The bow winches generally tie
onto the barge just ahead of the boat to prevent sideways movement and the side winches
lash to the outboard barges in the tow for the couple effect. The superstructure for a
towboat is used to house the engine room, (generally amidship providing the largest space
in the hull); galley and mess, and the sleeping quarters extending to one or more levels
above the main deck. The pilothouse should be placed several levels above the main
deck to give the pilot the best view possible of the river ahead of his tow and behind him.
When bridge clearances dictates, a retractable pilot house is used whereby the house
can be raised above the main deck for good visibility between bridges and lowered when
going under the bridge. A feature always found on river towboats is sloping forward
and aft pilothouse windows, to eliminate unwanted reflections of lights from the
opposite direction.

Fig. 5 Machinery space of a triple-propelled towboat


Machinery - Diesel engines are the established prime movers on river towboats.
Medium speed and occasionally high-speed diesels with reverse reduction gears are the
rule, since slow speed diesels would have excess weight to cause unneeded problems in
maintaining minimum draft. Control of the engines is always directed from the pilothouse
so that the pilot can react immediately to an emergency. Standby controls, of course,
are installed in the engine room. Dirty river water cannot be used for cooling systems in
the diesels and even causes problems in heat exchangers. Therefore, most engines are
cooled by a self-contained fresh water system that in turn is cooled by the river water in
keel coolers. These can be channels on the inside or outside of the hull. The major
requirement is to insure some flow over the cooler when the boat is pushing against a fleet
or dock but not moving through the water, yet locating it so that it will not be damaged
by grounding or by barges bumping alongside the towboat hull. Another area affected by
the condition of the river water is the stern tube and strut bearings. In some instances
rubber bearings work very well, but in others the silt or acid in the water causes
premature wear on the shaft or shaft sleeve. This has been solved in many instances by
the use of oil-lubricated bearings, properly sealed. Stainless steel has become the
universal material for propellers for river towboats. Its added strength is very useful
in withstanding damage from river debris, and the material stands up well to the river
water conditions, where no salt water is encountered. Most of the other machinery
aboard the river towboats is commonplace for diesel-propelled vessels except the
steering system. Since there are two systems of rudders, there are two systems of
control and operation for the rudders. The steering rudders are linked together and the
flanking rudders are linked together but independently of the steering rudders. On each
side of the pilothouse console is one tiller arm for the steering rudders and one for the
flanking rudders. These arms move with the rudders so that the pilot knows exactly where
his rudders are without taking his attention away from his fleet situation to look at an
indicator.
In Figure 5 a typical machinery space of a triple-propelled towboat is presented. In
Figure 6 there is presented a general arrangement of the most powerful Danube towboat
“Karadjordje”. In the following Figure 7 there is shown a modern but conventional
towboat design for service on Danube River. In Figure 8 there are presented towboats
with barge train compositions on Ohio river.

Fig. 6 General arrangement of the Danube towboat “Karadjordje”


Fig. 7 Modern conventional towboat design

Fig. 8 Towboats with barge train compositions on Ohio river [4]


2.2 BARGES

Barges are not self-propelled objects, which contain cargo hold. These barges do not
have a permanent crew. Barges have a simplified, almost pontoon hull form and
standard dimensions.
The development of barges on the Danube River moved relatively fast and started with
barges of 500 tons capacity, through barges with 1300 tons capacity to the barges used
today with 1700 tons capacity and draft of 2.5 m. The dimensions, equipment and hull
form have been unified several years ago, and these barges are now known as the
Europe IIb barge. The standard dimensions of this barge are:
LOA = 76.5 m
B = 11.4 m
The values of Europe IIb barge displacement for different drafts are given in fallowing
table.

Draft (m) 1.5 2.2 2.5 3 3.5 3.8 4


Displacement
(t) 1165 1565 1975 2394 2817 3072 3242
Tab. 1 Europe IIb barge displacement for different drafts
Model test investigations have shown that small inclination of bow frames results in a
noticeable resistance reduction. This barge form is named a wedge type bow form
(Europe IIb).
2.2.1 Barges for general cargo

These barges are built with a double hull and are supplied with light telescopic hatch
covers. The hull construction is executed according to longitudinal, transversal or mixed
system of hull building. General arrangement of this type of barge is presented in Figure
9 and a midship section in Figure 10.

Fig. 9 Europe II b – general cargo barge


Fig. 10 Europe II b – midship section

2.2.2 Barges for bulk cargo

These barges differ from the previous ones, as the longitudinal watertight bulkheads,
and transversal watertight bulkhead are sloped.

2.2.3 Barges for liquid cargo


These barges are used for transporting inflammable liquids and constructed with
longitudinal bulkheads. The longitudinal bulkheads are parallel with barge centerline
and spread out over the whole cargo hold length. General arrangement of this type of
barge is presented on Figure 11 and a midship section on Figure 12. Also, on Danube
river are present barges for liquid cargo with a single hull and only one longitudinal
centerline bulkhead.

Fig. 11 Europe II b – tank barge

Fig. 12 Europe IIb tank barge – midship section


2.2.4 RO-RO Barges

RO-RO Barges are vessels where the cargos are trailers that are loaded and unloaded on
their own wheels. General arrangement of this type of barge is presented on Figure 14.

Fig. 13 Europe IIb RO – RO barge

2.3 Self – propelled barges

In West Europe, especially on the Rhine River, self-propelled barges are the dominant
group of inland vessels. Also, on Danube we have a significant presence of this type of
vessels. Self-propelled barges can be divided on the basis of the transported cargo:

• General cargo
• Bulk cargo
• Liquid cargo
• Ro-Ro cargo
• Containers

Preparation for Design - Before the design of a self-propelled barge can be initiated, the
parameters of its intended use must be established, and the owner must define his basic
requirements. The following information is essential:

• Rivers to be traveled;
• draft limitations on rivers;
• speed anticipated up and down river to make the movement economically feasible;
• type of cargo to be carried;
• crew number ;
• engine manufacture preference (if any);
• special equipment to be carried.

Size and Speed -Today it is common practice in Europe for self-propelled barges to have
beam of 11.4 m. This beam is equal to beam of standard Europe IIb barge. Drafts vary from
1.5 m for small Danube riverboats, through 2.5 m for common Danube self – propelled
barges, up to 3.6 m for river ships on Rhine. Ship length vary from 80 m up to 135 m.
Service speeds vary from 14 km/h, up to 20 km/h. Since 1998 Dutch container ship
‘Jowi’ with a capacity of 398 TEU in four tiers, length of 135 m and beam of 16.8 m
became the largest continership on European inland waters.

Configuration – We can divide self-propelled barges on two types:


• Danube self-propelled barges - have a simplified, almost pontoon hull form,
• Rhine self-propelled barges – more fine forms and larger dimensions.
Danube type self-propelled barge is presented on Figure 14 and Rhine type self-
propelled barge is shown on Figure 15.

Fig. 14 Danube type self-propelled barge


Machinery - Diesel engines are the established prime movers on self – propelled
barges. Medium speed and occasionally high-speed diesels with reverse reduction gears are
the rule. Dirty river water cannot be used for cooling systems in the diesels and even
causes problems in heat exchangers. Therefore, most engines are cooled by a self-
contained fresh water system that in turn is cooled by the river water.

Fig. 15 Rhine type self-propelled barge (containership)

3 Some new ship design


3.1 Inland waterway vessels design problems
Some common shortcomings of the existing (conventional) inland waterway vessels
are:
„ Relatively low propulsion efficiency
„ Presence of extensive hull linear vibration
„ Presence of large speed reduction during turning manoeuvers
„ Frequent navigation in off- propulsion design conditions (harbour assistance,
smaller formation of the barge trains, navigation with empty barges etc.)
„ High maintenance expenses (mainly due to frequent damages of numerous
underwater appendages)
„ Relatively high purchasing price
Many new projects have been developed in order to try to solve these problems.

3.2 Towboat with Diesel – Electric propulsion (TDE)

The preliminary towboat design is under development in cooperation between


Department of Information and Systems of the University of Pavia and the Institute of
Technical Sciences of the Serbian Academy of Sciences and Arts (ITS SASA),
Department of Naval Architecture. This design is continuation of our efforts to
determine optimal towboat design [5], [6]. In this paper a short description of TDE
project will be presented.
Main particulars:
LOA=30.0 m
B=11.33 m
D=2.8 m
d=2.0 m
PB=2200 kW
Δ=480 t
CB=0.71
In this design we have the simultaneous presence of one fixed pitch propeller (FPP) and
two azimuth thrusters. TDE is equipped with two diesel engines and two electro motors.
One diesel engine is directly coupled to a generator. The generator supplies electric
distribution, as well as the side azimuth thrusters. Two azimuth thrusters are driven
through the electro motors. Central propeller is driven directly from the diesel engine
and reduction gear. TDE will be capable to push six Europe IIB barges, at draft of d=2.0
m in formation S 2+2+2 with total displacement of 8700 t at service speed of 16 km/h.
Project results:

• Conventional rudders were eliminated


• Excellent improvements in propulsion and manoeuvering efficiencies
• Reduction of maintenance costs
• Continual propeller speed regulation in both turning directions
• Possibility of absorbing the full power of the diesel motors
• Independent speed regulation of each propeller
• Excellent manoeuvering characteristics of the ship
• Reverse drive with the same power as for the forward drive
• No need for a reversing device
• The possibility of switching off one diesel at low speed drive
• Use of high-speed diesel engines
• Combined propulsion and ship service supply
• Diesel engine placement at the most appropriate location within the
engine room

Fig. 17 TDE – general arrangement

3.3 Towboat and Barge Design for Navigation on the PO river

The Po river is the longest river in Italy. It measures 652 km in length, has an average
capacity of 1,500 m3 (as measured at the height of Ferrara), and a drainage basin
measuring approximately 75,000 km2. On the Po river commercial navigation is
possible from city Cremona till Adriatic sea with total length of 292 km. Inland water
way transport is a very low cost mode of transport compared with other transport
modes. From this reason introduction of the intensive and organized inland transport
on the Po river will be solution for crowded roads and will produce decrease of
transport costs.
The Po river towboat and barge designs are under development on Department of
Information and Systems of the University of Pavia. In this project our intention is to
cover several options for towboat and barge designs with different displacements, L, B,
d and in the case of towboat also different installed power and types of the propulsion
systems. We are working in the designs for different types of barges, such as general
cargo, bulk cargo, tank, RO-RO and container barges. Many technical solutions in our
designs has been dictated by the Po river limitation, such as need to go on smaller
vessel drafts (less than 2,0 m). In this paper will be presented one towboat and barge
designs.
This towboat design, named “PO a” (see Fig. 18) is pushboat with diesel- electrical
propulsion. In the hull are suited two diesel engines with generators and on the deck in
stern area are located two electromotors. “PO a” uses as propulsors and steering
devices, two azimuth thrusters.
Main particulars of the “PO a” towbaot:
LOA= 13.70 m
B= 7.60 m
D= 2.40 m
d= 1.60 m
PB= 500 kW
We have proposed two formations for the barge train composition, first is S1 (pushboat
with one barge) and second one is S2 (pushboat with two barges “side by side”).
Towboat “PO a” (see Fig. 18) with barges “PO I” are presented on figure 19 in two
different barge train compositions S1 and S2. Barge “PO I” is the largest type of barges
developed in this project (see Fig. 19). Barge “PO I” is similar like other European
barges with different dimension adapted for the Po river.
Main particulars of the “PO I” barge:
LOA= 51.00 m
B= 7.60 m
dMAXB=1.80 m
ΔMAXB=640 t

Fig. 18 General arrangement of the “Po a” towboat


Fig. 19 “PO a” towboat with “PO I” barges in S1 and S2 formations

4. “Ship Design Support” – technical drawing data base

Technical drawing database and windows applications “Ship Design Support” have
been developed with the aim of supporting naval architects in ship design process.
Using ”Ship Design Support” will increase efficiency of the ship design process. At
many ship design offices the problem of “loosing” technical documentation is
frequently present. Many working hours are spent in searching for a specific document.
“Ship Design Support” has entirely solved this problem. “Ship Design Support” is a
Windows application, written in Visual C++ and connected through ODBC interface
(ODBC Administrator and a specific database driver) with database. “Ship Design
Support” uses Microsoft Web Browser ActiveX control for open technical documents
(.dwg, .doc, .xls files) reside on the same computer or a remote computer through LAN
or Internet network.

Technical documents can be located on different computers. Database contains


descriptions of documents and paths to specific files. Every document is presented by:
• Name of file
• Name of ship
• Type of ship
• SFI (Skipsteknisk Forsknings Institutt) functional classification of the ship
• Path to the specific file.

“Ship Design Support” has ability to search database using some of the following
criteria:
• Ship’s name
• Ship’s type
• SFI signature
From application of “Ship Design Support” it is possible to open every document in its
working environment.
Fig. 20 Ship Design Support – main form

Fig. 21 Ship Design Support – search results


Fig. 22 Ship Design Support - information about document

Fig. 23 Open drawing in AutoCAD from application Ship Design Support

5 Procedure for preliminary river ship design


In this chapter the procedure for designing river vessels will be presented. Since the
process of designing self propelled barges is much more similar to the process of
designing sea cargo ships, the towboat design only will be presented.

5.1 Design preparation

For proper towboat design it is essential to establish all parameters of its intended use.
This action must be done in cooperation with shipowner. The owner must describe his
basic requirements. Results of this stage will be to establish:
• nominal service speed
• size and type of tow (size of barges, formation of barge train, draft of barges, etc.),
• number of crew
• desired engine manufacture
Most important elements are nominal service speed and size and type of tow.

5.2 Tow resistance


For designing some cargo ship it is quite uncommon to start the design process with
resistance prediction. However towboat mission is to push cargo barge train and its
displacement must be able to carry only machinery and consumables and off course
crew and equipment for navigation. So, it is obvious that machinery will be the most
important factor in determining ship’s main dimensions. In this phase it is very
important to properly establish tow resistance and effective power PE on the basis of
selected tow (size of barges, formation of barge train and draft of barges) and desired
service speed. For this purpose we can use model tests. Some of them are published in
professional literature. From these model tests it is possible to determine RT and PE
( PE = RT ⋅ V ).

5.3 Installed power

Installed power PB will be calculated on the basis of effective power and


propulsion efficiencyη. Existing towboats have a very low propulsive efficiency
η from 0.30 to 0.45.
Installed power can be calculated from the following formula:

PB = PE / η

In this phase on the basis of power PB is possible to make decision about the
number of propellers. When number of propellers and PB are known, it is easy to
choose the appropriate engines.

5.4 Displacement (Δ)

Towboat displacement must be capable to carry machinery and consumables. So it


obvious that the installed power will be the most important factor for defining ship
displacement. Displacement can be defined using diagram Displacement versus PB (see B

Fig.3).
5.5 Length (L), draft(d) and beam(B)

The standard beam of Europe IIb barge is B = 11.4 m. If towboat push smaller
barge train formations (S1 or S1+1) then the total barge train beam is 11.4 m.
From the hydrodynamic point of view it is obvious that the towboat beam should
be 11.4 m. Only for extremely powerful towboats it is appropriate to have wider
beams. Towboat drafts are in region from 1.5 m to 2.5 m. Decision about which
value can be adopted for towboat draft depends of river characteristics and draft
of barges. Obviously towboat draft can’t be greater than draft of loaded barges.
Another very important element is the block coefficient CB. On the existing
European towboats block coefficients are in the range from 0.5 to 0.8. On
Danube river average value of block coefficient is 0.69. However in sea ship
design block coefficient CB is in strong connection with Froude number
FnL = V / gL , but in the case of towboats CB is more dependent of intended way
of building than of the Froude number. When beam (recommendation is 11.4 m),
draft and block coefficient are known it is very easy to determine boat length:

Δ
L=
CB ⋅ B ⋅ d

In this phase there is no need to insist on determining all hull form coefficients,
because towboat has almost pontoon hull form except on the stern.

5.6 Completing process of preliminary design

After finishing the first five phases, the process of towboat design becomes
similar to the process of designing other type of vessels and will be not presented
in this paper. This procedure is described in several papers [7], [8].

6. CONCLUDING REMARKS

Today exist two different approaches to the river shipbuilding. The former approach is
American (USA) and the other one is European. One concept is based on the towboats
and barges fleet and other is mainly based on self-propelled barges.
Demand for increasing ship efficiency can be satisfied by using the following technical
solutions:
• Azimuth thrusters
• Diesel-electric propulsion

Also, greater efficiency is possible with better organization of transport or introducing


some new concepts for cargo loading / unloading and inter-modal transport. Very
interesting loading / unloading concept is implemented on the ship River Hopper.
Another good recent example of new developments, especially looking at clean and fast
loading and unloading, is the Latistar [9]. In the future it will be needed to enlarge
European inland water way transport and to make vessels more unified.
Increasing efficiency of an ship design office can be achieved by using software
for ship design and technical drawings databases; such as database application
“ship design support”
9. REFERENCES

[1] Taggart R. (ed.): Ship Design and Construction. Society of Naval Arcitects and
Marine Engineers, New Jersey, USA, 1980.
[2] Marchal J., Shen Y., Kicheva D.: An Empirical Formula to Estimate the
Resistance of a Convoy in a Restricted Water, Journal of Ship Research, Society
of Naval Arcitects and Marine Engineers, New Jersey, USA,1996.
[3] A group of Authors: Systematische Widerstands- und Propulsionversuche mit
Keilspant-Leichtverbanden auf begrentzen Wassertiefe, Forschungsvorhaben Nr.
5434/5956, VBD (Versuchsanstalt für Binnenschiffbau Duisburg e.V.), Duisburg,
Germany,1985.
[4] Alden B.: Towboats on the Ohio River at Louisville (Kentucky),
http://home.att.net/~river.photos/
[5] Bilen B., Lajic Z.: Calculation Of Maneuvering Performances For Pushed
Convoys With Different Steering Devices, First European Inland Waterway Navigation
Conference, Balatonfured, Hungary, June 9-11 1999.
[6] Bilen B., Zerjal M., Lajic Z., Bilen-Katic B., Marinkovic M., Jankovic Z.: A
New Approach To Pushboat Design, Sudostroenie N.5 1999., St. Petersburg, Russia.
[7] Tiano A., Nascimbene R., van Uden E., Albera G.M.: Comparison of
optimization methods for ship design, European Inland Waterway Navigation
Conference, Gyor, Hungary, June, 2003.
[8] Cinquini C.,Venini P.,Nascimbene R.,Tiano A.: Design of a river-sea ship by
optimization, Structural Optimization, Vol. 22, 2001. (p.240-247)
[9] Blaauw H., van Wirdum M., de Vries B.: Increasing the competetive edge of
inland waterway transport, European Inland Waterway Navigation Conference,
Gyor, Hungary, June, 2003.

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