Port feeder barge developed to reduce container congestion

The aim of the new powered barge design is to provide a method of moving containers to new port locations, which can provide reduced congestion at the main ship terminals and speed up the transfer of containers to inland shipping. The new feeder barge concept is designed primarily for the purpose of moving containers around a port by water rather than by road, but it can also be used to transfer containers to and from ships at anchor.

The barge is based on a pontoon shaped hull with a length of 64m and a beam of 21m. The deck of the barge is rectangular, but underwater the ends have been fined away to reduce the resistance. A central superstructure block provides accommodation for the crew and is topped by the control centre and bridge. This leaves the container storage space at each end of the barge where containers can be stacked three high with cell slots provided for the inboard stacks of containers. All containers are stacked fore and aft on the deck.

To make the barge self sufficient a Liebherr crane is installed on the opposite side of the superstructure to the control station. This crane has a capacity of 49 tonnes at 27m outreach, reducing to 39 tonnes at 29. It is fitted with an automatic telescopic spreader to speed the transfer of containers, but the crane can also be used to handle other cargoes. In total the barge has a capacity of 168teu, and there are 14 reefer plugs installed.

The propulsion comprises four rudder-propeller units located at each corner of the barge and operating within the depth of the hull. These propulsion units are electrically driven with power being supplied by Caterpillar-powered generator sets. Each propulsion unit is rated at 280kW, and this installation is claimed to provide exceptional manoeuvrability as well as a speed capability of 7 knots. With ECA regulations and local port emissions limits in mind, the barge design makes provision for the use of LNG as fuel to propel the vessel.

The barge design has been proven by tank testing, and has been classed by GL for both inland waters and for sea-going operations. The normal loaded draught is 2.0m, but for calmer inland waters this can be increased to 3.1m. This is equivalent to a deadweight of 1,000dwt as a seagoing vessel and 2,500dwt for inland waters and harbours.

The design of this feeder barge allows it to be self-sustaining when transferring containers around a port. These transfers can be made either between different terminals within the port area, or direct from a ship terminal to an inland waterway vessel. The capacity of the feeder barge is similar to that of an inland waterway container ship, and the crane allows the transfer of the containers to be made directly to the inland vessel. Alternatively the barge can operate on a regular basis between terminals or from ships at anchor, depending on demand.

Originally developed as a means of reducing road congestion within the Port of Hamburg, this feeder barge operation could provide a solution in many other ports where container and cargo transfer is required. The ability to operate in sea-going mode could extend the type of transfer operation carried out, and demonstrates the flexibility of this feeder barge concept where it can provide short and long term solutions to many port requirements.