Berlin, July 29, 2026 – The Technical University of Berlin (TU Berlin) is currently researching the use of autonomous water vehicles for parcel delivery in the capital. The “A-SWARM II” research project aims to develop a system that drives autonomously and distributes orders dynamically, energy-efficiently, and logistically sensibly, according to a press release from the university on July 28.
Reactivating Berlin’s Waterways for Modern Logistics
The project, led by Prof. Dr.-Ing. Gerd Holbach’s Department of Design and Operation of Maritime Systems, investigates how autonomous water vehicles can be designed and operated to fit into real logistics chains. The initiative draws inspiration from the historical use of Berlin’s waterways in the 20th century for transporting coal, food, and building materials.
Going forward, the principle involves small, electrically powered water vehicles autonomously navigating rivers and canals. These vehicles can combine to form larger units and separate again depending on their destination. “Berlin was supplied by water for decades. With A-SWARM II, we are researching how this existing infrastructure can be reactivated for modern, low-emission urban logistics,” says Holbach. “The idea is not to move all delivery traffic onto the water. But for the last mile in particular, waterways can be a real relief.”
Modular System for Efficient Parcel Transport
The project initially focuses on parcel transport. The core idea is that parcels are not loaded individually onto the ships, but in interchangeable containers that can also be used with cargo bikes. A distribution center outside or at the edge of the city loads several of these bicycle containers onto the water vehicles. These then travel autonomously to waterside transshipment points, where the containers are brought ashore again.
From there, bicycle couriers or other electric small vehicles take over the delivery to the surrounding neighborhoods. This could eliminate some of the long routes between the parcel depot, micro-hub, and delivery area. According to project calculations, large parts of Berlin’s population could be reached via waterside delivery areas, depending on the assumed catchment area along the waterways. With a radius of five kilometers around the unloading point, between 1 and 1.8 million inhabitants could be reached, according to the research team.
A key feature of A-SWARM II is its modular principle. The water vehicles developed in the project can travel individually or combine to form a larger convoy. This saves energy over longer distances: a stronger unit can push the convoy, while the smaller vehicles are carried along. Shortly before the target area, the convoy can split up again. One part might go to Spandau, another towards the city center, and another to Köpenick – and later the units can rejoin.
Technical Challenges and Automated Handling
What sounds simple is technically demanding. The vehicles must be able to position themselves precisely in relation to each other, navigate autonomously, detect obstacles, communicate with each other, and automatically establish and release their connection. For this purpose, a magnetic coupling system is being tested in the project. The units must come together with centimeter precision.
“In traditional inland shipping, someone goes to the bollard with a rope. With A-SWARM II, this process must function automatically,” explains Holbach. “This applies not only to driving, but also to coupling, decoupling, energy management, and the safe handling of cargo.”
A second focus is on automated transshipment. An autonomous ship is only useful if loading and unloading can also be carried out without extensive manual intervention. The project team at the Department of Design and Operation of Maritime Systems is therefore working on concepts for a containerized transshipment station. The technology is to be integrated into a 20-foot container: sensors, gripping system, possibly charging infrastructure, and a protected working environment.
This offers several advantages. The station can be enclosed, which increases occupational safety. It requires as little fixed infrastructure as possible on the bank. And ideally, it can be relocated if a location does not work or if permits, competition for space, or residents’ interests require a different solution.
Expertise and Future Outlook
The TU Berlin contributes its expertise in maritime system technology, cargo integration, energy supply, and logistics to A-SWARM II. The project investigates the requirements that different goods place on autonomous water vehicles: parcels, beverages, food, waste, or other disposal goods each require different securing, cooling, hygiene, or loading concepts. At the same time, the team is researching how much energy the vehicles need in real operation, whether decentralized charging points in the city make sense, or whether the batteries are sufficient for an entire day of operation.
A digital monitoring and logistics platform will also be added. It will record where each vehicle is located, how much energy it consumes, whether maintenance is required, and which unit can be used most effectively for which order. The goal, according to the university, is a system that not only drives autonomously but also distributes orders dynamically, energy-efficiently, and logistically sensibly.
The vehicles are currently being tested in Berlin’s Westhafen. They are ready to drive and are gradually learning to orient themselves autonomously, avoid obstacles, and couple. By the end of the project in 2027, it is planned to demonstrate how autonomous driving, automated transshipment, and parcel logistics can work together.
Source: LOGISTIK HEUTE, TU Berlin
