Papanikolaou, Apostolos (Hamburgische Schiffbau-Versuchsanstalt GmbH, Germany & National Technical University of Athens, Greece) | Flikkema, Maarten (MARIN, Netherlands) | Harries, Stefan (FRIENDSHIP SYSTEMS AG, Germany) | Marzi, Jochen (Hamburgische Schiffbau-Versuchsanstalt GmbH, Germany) | Le Néna, Romain (Naval Group, France) | Torben, Sverre (Kongsberg Maritime CM AS, Norway) | Yrjänäinen, Antti (ELOMATIC Oy, Finland)
The present paper introduces the HOLISHIP approach to ship design and demonstrates a subset of its functionality by brief presentations of several case studies. HOLISHIP is the joint effort of 40 European maritime RTD stakeholders, funded by the Horizon 2020 EU framework (www.holiship.eu). It sets out to substantially advance ship design and to develop vessel concepts for the 21st century. The project implements an innovative, holistic approach to ship design by the development of integrated design software platforms, while considering all major ship design aspects, namely building cost, energy efficiency, safety, environmental compatibility and life-cycle cost.
Shin, Jong Gye (Dep't of Naval Architecture and Ocean Engineering, Seoul National Univeristy / Research Institute of Marine Systems Engineering, Seoul National University) | Kim, Youngmin (Research Institute of Marine Systems Engineering, Seoul National University) | Woo, Jong Hun (Dep't of Naval Architecture and Ocean Engineering, Seoul National Univeristy / Research Institute of Marine Systems Engineering, Seoul National University) | Son, Seunghyeok (Dep't of Naval Architecture and Ocean Engineering, Seoul National Univeristy) | Shen, Huiqiang (Dep't of Naval Architecture and Ocean Engineering, Seoul National Univeristy) | Kim, Byeong-seop (Dep't of Naval Architecture and Ocean Engineering, Seoul National Univeristy) | Ryu, Cheolho (Dep't of Naval Architecture and Ocean Engineering, Inha Technical College) | Jeong, Yong-Kuk (Dep't of Sustainable Production Development, KTH Royal Institute of Technology)
While leading companies in the manufacturing industry are doing their best to implement smart factories along with the wave of the Fourth Industrial Revolution, shipbuilding companies still seem to be a bit distant from the smart factories, due to the characteristics of the industry. In this study, smart shipbuilding platform is defined by studying the necessary elements for realizing smart shipyard in shipbuilding industry, and a forming shop is presented as an example to which the smart shipyard platform is realized and applied. To this end, the purpose of implementing the smart shipyard is discussed first and then the factors necessary to achieve the purpose are identified. These elements are grouped together into one system with the computational shipyard dynamics to define the smart shipyard platform. The platform is then applied to an actual factory of a shipyard to verify its effectiveness.
This paper presents the application of a direct time-domain solver to simulate the influence of the incident wave height on the maneuvering characteristics of a container ship in waves. A body-exact potential flow model is used to compute the wave loads on the vessel. In the present body - exact scheme, the perturbation free surface boundary conditions are transferred to a representative incident wave surface at each station at each time. The hydrodynamic pressure components are integrated under the intersection surface of the incident wave surface and the exact body position. A strip theory formulation is used, which has been found to be numerically stable, robust and computationally efficient. These are all critical aspects when performing long time maneuvering simulations. The hull maneuvering, rudder and propeller forces are carefully modelled from a systems-based approach, typically used for simulating calm water maneuvers. The computational model is validated using available free-running model test data. The influence of wave characteristics including wave height, frequency and heading on the turning maneuver of a containership is presented.
The Vessel Incidental Discharge Act of 2018 (VIDA 2018) was enacted at the end of the 115th Congressional session within the Frank LoBiondo Coast Guard Authorization Act of 2018. VIDA 2018 adds significant new legislative requirements to existing law on discharges of sewage, oil, chemicals, and ballast water. One aspect of VIDA 2018 which will impact approvals of ballast water treatment systems is a directive to the United States Coast Guard to change the way non-viable aquatic species are characterized. The other aspect of VIDA 2018 which will potentially have an even greater impact on ballast water treatment systems is new discharge standards for the Pacific Region of the United States. This paper will discuss these new legislative requirements, the background behind both changes to existing regulations, what impacts these changes may have on ballast water treatment, how these changes may affect ship operators, and where the industry may go forwards.
Today's international subdivision and damage stability standards originated from the tragic sinking of the Titanic in 1912. The first International Conference on Safety of Life at Sea was held from 12 November 1913 to 20 January 1914 in response to the casualty. This conference produced the first International Convention for the Safety of Life at Sea (SOLAS), 1914.
With the implementation phase of the 2004 International Convention for the Control of Ships' Ballast Water and Sediments commencing in September, 2019, the need to install ballast water management systems onboard existing vessels has become a critical issue for the marine industry. As ballast water management systems are incorporated onto vessels, these systems will adversely impact ships' ballast water systems. This study of the hydraulic impacts associated with introducing both a fine mesh mechanical separation phase and a disinfection stage as part of a ballast water treatment system to an existing vessel can provide input to the design phase of an installation. By accounting for these impacts during the design phase of the retrofit project, it is possible to mitigate them to reduce any potential impacts that the installation will have both on the ballast operations of the vessel as well as the longterm performance of the newly installed equipment. This paper is based both on the extensive experience of more than 400 vessel installations as well as theoretical design calculations to provide direct guidance to naval architects, designers, operators, and other equipment manufacturers.
The paper presents a rational methodology for the simulation of the maneuvering ability of ships, while accounting for the vessel’s maneuvering properties and the ensuing environmental and navigational conditions. In this context, the effect of different rudders and weather scenarios is demonstrated and a real ship to ship collision accident under adverse weather conditions has been simulated. The presented methodology can form the basis for a decision support tool for ship's navigation in adverse weather conditions and the assessment of ship’s maneuvering devices.
In April 2018 at the 72nd session of IMO’s Marine Environment Protection Committee, a GHG strategy consistent with the Paris Agreement temperature goals was adopted. The main target set was to reduce absolute GHG emissions from shipping in 2050 by 50% compared to 2008. To reduce GHG emissions there are five main technical and operational measures: hull design; power and propulsion; alternative fuels; alternative energy sources; and operations. In this paper we focus on the potential reductions through hull design, i.e. length and hull shapes in relation to speed and sea states. Our findings indicate that moderate increases of length and reduction of block to enable better hull shapes give 10 – 20 % reduction of annual fuel consumption and hence emissions for a low or even negative abatement cost. Achieving these reductions will require that national and international authorities stop penalizing energy efficient ships with increased length compared to standard tonnage through higher port and fairway fees; pilotage rules; and artificial sailing restrictions.
This paper presents the implementation of low cost, flexible automation for small to medium scale shipyards. A flexible automation program is a form of lean manufacturing technology hailed as a remedy for the demand of product variety. There have been many applications of automation in the shipbuilding industry. However, usage of such technology on small to medium shipyards are still yet to be implemented this far. The paper showcases the versatility of flexible automation regarding the variance of product types and the potential benefits through an increase in productivity, quality, and reducing operational cost. Small to medium shipyards could gain from the accomplishment of the low cost, flexible automation showcase through simulation. The affordable, flexible automation will also offer flexibility on market demands. A feasibility study will be presented to show the tangible and intangible benefits of flexible automation for small to medium shipyards. The paper includes realistic data of the workforce and person-hours comparison study about productivity and quality. A cost-saving projection will also be presented in this feasibility study. All tables and charts developed in this paper are based on information gathered from a shipyard. The FlexSim software is used for simulation with realistic cases and conditions put into test. The simulation will present a holistic view of the entire automated process for the production of different components.
This paper presents research underway at the University of Strathclyde's Maritime Safety Research Centre (MSRC) from the author's PhD program. The paper summarizes the development of the current International Maritime Organization's (IMO) approach to implementing a Safety Management System (SMS), looks at rail and airline industry's current approaches to SMSs and then proposes a new framework for maritime implementation. The focus is on integrating a more holistic (Enterprise) risk management process into the SMS. This proposed integration is modelled using Dr. Nancy Leveson's (MIT) System-Theoretic Process Analysis (STPA). The preliminary results are presented along with the corresponding requirements that the SMS must address. In January 2017, the author started his PhD as a researcher in the new Maritime Safety Research Centre (MSRC), part of the Department of Naval Architecture at the University of Strathclyde in Glasgow. The original focus was on analysing the effect of using holistic risk management, or Enterprise Risk Management (ERM) at cruise and ferry operators as part of their safety management process. The initial approach was to analyse a number of ship operating companies and see if ones that exhibited a more mature risk management process had better safety records and ultimately better financial performance.