BARGING ON INLAND WATERWAYS

BUSINESS PLAN - Part 1

© Copyright Dr Milson Macleod 1999


BACKGROUND to the PROJECT

Once the news gets out to the general public about no-cost, zero-energy devices, as well as numerous low-cost, environmentally-friendly energy sources, there could be a backlash against those who have hidden, and even suppressed, environmentally-friendly sources of energy in favour of their own interests in the oil, gas, coal and nuclear energy industries. Runaway prices in 2005 were blamed on many man-made disasters to cover their recognition that time is fast running out on their investments and this was a last-ditch attempt at reaping the benefit of monopolistic controls.

Many pioneers have made valiant attempts at developing alternate, renewable energy sources, such as hydrogen, solar and wind-power, and industry has been forced gradually to recognize these developments, but even these will be superseded by FREE energy sources, and a variety of such projects are currently underway. But nowhere else has anyone suggested harvesting the energy of the universe, despite the knowledge in many circles that it is currently utilized by the U.S. military.

As early as the 1980s future energy sources were forecast as being photon energy, plasma energy and oxygen/hydrogen. Since then it has been discovered that we can tap into cosmic energy, which is free and boundless. The death-knell of the petro-chemical industry.

Barging is a very low-key industry and does not make the headlines. There is therefore as good as NO background reports on the business, other than that provided by manufacturers, agents and suppliers to the industry. This Business Plan has been compiled from all that seems to be available.

PS: BARGING - will take on even more importance after "stasis" as ocean travel will not be possible for a period of roughly TWO YEARS, due to inclement seas and weather patterns. Ocean-going vessels will be port-bound over this period, but inland waterways will not be so affected.

INLAND WATERWAYS - EUROPE

Inland shipping services use the continental channel system that connects the river Ems to the Dutch channel net and the river Rhine. The most essential channel routes are the Dortmund-Ems-Kanal to the south and the river Rhine. The eastbound cargoes are transported through the Küstenkanal towards Bremen or the connecting channel to the river Elbe, the Mittelandkanal. The carrying capacity of the channel barges vary between 1200 and 1600 tdw. The most typical and utilized river barge type is the "Europa-Binnenschiff" which carries mainly building materials like gravel and stone chips in bulk or steel products.

(The source article is no longer available but was found at the website of the barging specialists Schulte-Bruns.)

Barging

We are not dealing initially with pleasure barging down the river, or the narrow canal boats used in some inland waterways, but with commercial barges used on major rivers and waterways throughout Europe in particular, as these are a major source of pollution and users of fossil fuels.

Among the various means of inland transport (rail or road), inland navigation is an outsider able to influence the general cost of transport if the goods to be carried can fit into the hold of a barge.

Cargo Hub (most of this website is in French) enables companies, shipping agents and river transport organisations to offer their services for transporting goods, either by container or in bulk, on the European river network.

Passenger jet on the Rhine, Copyright Dr Milson Macleod 1998
Passenger jet on the Rhine. © Copyright: Dr Milson Macleod 1998
Navigation trials - The Lorelei   Copyright: Milson MacleodDr Milson Macleod 1998
Navigation danger - The Lorelei. © Copyright: Dr Milson Macleod 1998

The French river and canal network covers both the large seaports and NW Europe. It also reaches out to larger continental cities such as Paris, Lyons and Lille, and the large agricultural areas such as the Paris basin, Burgundy, Champagne and South East France.

The very existence of this major network explains the large commercial role played by river transport in France. Fleets are composed of push-barges, self-driven barges and sea-going barges.

For many years the main users of river transport were firms delivering construction materials. Sand and gravel are often produced by dredging the navigable rivers. This is still true, and far more construction materials are carried than agricultural produce or food (cereals, wood, animal foodstuffs and drink).

Cereal shippers appreciate the large holds in the barges, which enable the goods to be carried in bulk, and also the facilities for loading and unloading. With the increase in the number of nuclear power stations used by E.D.F., the transport of solid fuel (mainly coal) is now mainly for industrial customers (in particular cement factories), and large towns (for the production of steam for urban heating and small industries.)

This type of transport is also used for heavy fuel which cannot be sent by pipeline, domestic fuel and petrol for cars. The metallurgy industries also use river transport, in particular for half-finished products (coils, girders etc) between the large French and European steel factories and wholesalers. Natural and artificial fertilizers (in particular natural phosphates, even for the chemical industry), and unclassified goods such as ores, chemical products, containers, vehicles and oversize machinery, all present an opening for the development of river transport, the outstanding advantage being the fact that much larger equipment can be carried by barge than can be carried by rail or road.

See also: Moving America's Harvest by Barge


TRANSPORTATION and the BARGING INDUSTRY

ALTERNATIVE PROPULSION SYSTEMS
OXYGEN and COSMIC ENERGY AS FUEL

There are several possible environmentally-friendly sources of energy which eliminate the use of fossil fuels.

One option involves engines using oxygen as fuel, extracting it from H2O and (in the case of marine use) returning the water to the sea through the air, where it would be replenished by picking up oxygen on its return journey, thereby effecting a completely renewable resource. It is known that the military have produced such engines for aircraft use (sucking oxygen out of the atmosphere), but our emphasis has been on the major users of fossil fuels on land and sea. Engines using water as fuel have already passed production stage and are used in some motor vehicles or small boats. Concentrating upon marine engines would offer a tremendous reduction in the use of diesel fuel and effect very attractive cost reductions for the transportation industry.

Our research shows that self-propelled barges are the most efficient means of transporting goods, therefore the elimination of the cost of diesel would make this even more attractive and hopefully the benefits would be passed on to the consumer. The proximity of water makes this the most obvious starting point. The carriage of passengers is most effective by rail or bus, depending upon the attributes of the country, and both are currently leading contributors to air pollution and consequent ill-health. Here, water would have to be carried, as is fossil fuel today, so it is not an optimal solution, eliminating this source of pollution would be a major contribution to well-being.

However, even more important will be the extraction of cosmic energy from the air itself or anti-gravity propulsion, as used in the Revolution in the Air project.

This will be our thrust as it provides a no-cost fuel which requires basically no maintenance and with higher help in technology a major, positive change to worldwide pollution should be achieved.


IDENTIFYING THE RISKS

It is hard, if not impossible, to find any aspect that would be considered a risk factor per se. The only possible risk is that of industrial sabotage, as this project stands to revolutionize the engine manufacturing industry, greatly reducing oil and gas sales, as fossil fuels will no longer be used. It might to some extent endanger investments in existing propulsion systems, once new systems are manufactured that do not need conversion units.

To gain acceptance in the marketplace one has to take over ownership and operation of several barges and demonstrate the dramatic benefits which can be achieved, both to Man and Mother Earth.

The main risk to river barges is low water levels following a drought. This has occasionally happened in Europe, limiting the amount of cargo which can be carried. However, financial losses would be low as there is no cost for fuel nor for maintenance.

Continue on to Business Plan - Part 2: Comparison with Existing Products page

or return to the NESARA PROJECTS Page.

© Copyright Dr Milson Macleod 1999

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Barging on Inland Waterways project: A Barge on the Rhine Barging on Inland Waterways. Pleasure Barging in France - the Napoleon
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