the current and future agendas of maritime research based ... · lpg liquefied petroleum gas ......

08 Fall

w w w . m a r i t i m e t r a n s p o r t r e s e a r c h . c o m

The Current and Future Agendas of

Maritime Transport Research 1998 - 2010

CCoo

mmpp

eett

ii ttii vv

eenn

eess

ss

EEnn

eerr

ggyy

HHuu

mmaa

nn FF

aacc

ttoo

rrss

EEnn

vvii rr

oonn

mmee

nntt

SSaa

ff ee

ttyy

&& SS

eecc

uurr

ii ttyy

The Current and Future Agendas of

Maritime Transport Research

An Analysis Based on Projects of the EU Fifth,

Sixth and Seventh Framework Programmes of

DG Research and Innovation

[iv]

This publication was produced by the Maritime

Policy Support (MARPOS) project consortium for

the European Commission‟s Directorate

General for Research and Innovation. The views

have not been adopted or in any way

approved by the European Commission and

should not be relied upon as a statement of the

views of the Directorate General for Research

and Innovation or the European Commission.

Manuscript completed in June 2011

[v]

Foreword The objective of MARPOS was to assist the European Commission in

the definition of the EU Maritime Transport Policy priorities by

consolidating and synthesizing research results of maritime transport

project. This was achieved by taking into account the WATERBORNE

Technology Platform‟s Strategic Research Agenda and other

initiatives and projects, making the research results available, and by

drawing conclusions concerning future research priorities for maritime

transport.

The work of MARPOS has highlighted the importance of research,

development and innovation for the continuing competitiveness of

the European maritime industry, particularly for the enabling skills and

knowledge base necessary to meet future challenges and opportunities. Focussing on the right

technologies and research priorities will not only support European polices, but it will also provide

opportunities for commercial success.

The work of MARPOS is timely, now that the Commission has adopted the “Innovation Union

flagship initiative” and its proposals for the future Common Strategic Framework for Research and

Innovation (CSF), as well as the Strategic Transport Technology Plan (STTP) to support its Transport

2050 Strategy.

In line with the Innovation Union principles, the STTP will underline that EU research must address

the full cycle of research, innovation and deployment in an integrated way. The focus should be

put on the most promising technologies and should bring together all the actors involved. The

Strategy also stresses that to be more effective, technological research needs to be

complemented with a systems‟ approach taking care of infrastructure and regulatory

requirements, coordination of multiple actors and large demonstration projects to encourage

market take-up.

The Transport 2050 Strategy, underlines that transport is still not sustainable. The Commission has

therefore set a series of targets for all transport modes including a reduction target of at least 60%

of greenhouse gas emissions by 2050 for the whole transport system. The target specific for

waterborne transport is a reduction of the EU CO2 emissions from maritime bunker fuels by 40%

(50% if possible) by 2050. Additional targets have also been set to improve the efficiency of

transport and reduce congestion with implications for the waterborne sector.

MARPOS has identified many future research needs and priorities for maritime transport. These

findings complement the work carried out by the CASMARE project, which continues the

coordination of Maritime R&D, and within the EMAR2RES project, which focuses on multi-

disciplinary research within the framework of the EU Strategy for Marine and Maritime Research.

In the coming years, the WATERBORNE community will play a critical role in helping to achieve

the “Europe 2020” objective of smart, sustainable and inclusive growth. Research and innovation

in this context are considered essential to address the dual challenges of societal and economic

progress. The future research needs and priorities identified by MARPOS will help contribute to the

delivery of the “Europe 2020” objective, particularly for Sustainable Waterborne Transport, in

accordance with the objectives of the recently published WATERBORNE Declaration.

Willem Laros

Chairman of the WATERBORNE Technology Platform

[vi]

Abbreviations

CGR Combustion Gas Recycling

CO2 Carbon dioxide

CSF Common Strategic Framework for Research and Innovation

EC European Commission

EGR Exhaust Gas recirculation

ERA-NET European Research Area Network

ETA Estimate Time of Arrival EU European Union

FP Framework Programme

GHG Green House Gas

GMA Gas metal-arc welding HFO Heavy Fuel Oil

ICT Information and Communication Technologies

IMO International Maritime Organization

IPR Intellectual Property Rights

IT Information Technology LCA Life Cycle Assessment

LPG Liquefied Petroleum Gas LNG Liquefied Natural Gas

MARPOS Maritime Policy Support Coordination/Support Action

MARTEC II Maritime Technologies ERA-NET

N&V Noise and Vibration

NOx Nitrogen oxides

N2 Nitrogen gas

PM Particulate matter

PSPC Performance Standards for Protective Coatings

REACH Registration, Evaluation, Authorisation and Restriction of Chemical

substances. EU Regulation on chemicals and their safe use (EC 1907/2006)

SCR Selective catalytic reduction

SOLAS International Convention for Safety of Life at Sea

SOx Sulphur oxides

STTP Strategic Transport Technology Plan

SURSHIP Survivability for ships project - Strategic European Research Cooperation

on Maritime Safety

STCW International Convention on Standards of Training, Certification &

Watchkeeping WATERBORNETP WATERBORNE Technology Platform

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:32006R1907:EN:NOT

[vii]

Acknowledgements

The MARPOS project wishes to express its appreciation

to the European Commission for its support to the

consortium for its contribution to highlight the future

research priorities for European maritime transport. It is

also very grateful for the contributions to its work by

the members of the project consortium, the advisory

group, and by the wide range of organisations and

individuals, all of whom contributed willingly.

The MARPOS Maritime Transport Research Database

for the FP5, FP6, and FP7 projects considered in this

project is to be found on:

http://maritimetransportresearch.com/

MARPOS consortium:

Centre for Research and Technology Hellas /

Hellenic Institute of Transport, (CERTH/HIT) -

coordinator

European Council for Maritime Applied R&D

Association, (ECMAR)

Dutch Maritime Network, (DMN)

Fundacion de la Comunidad Valenciana para la

investigacion, promocion y estudios comerciales de

Valenciaport, (VPF)

Klaipeda Shipping Research Centre Data, (KSRC)

Institute for Shipping Economics and Logistics, (ISL)

KLTC – KSRC

[viii]

Table of Contents

Foreword .................................................................................................................................... v

Abbreviations ........................................................................................................................... vi

Acknowledgements ............................................................................................................... vii

Table of Contents ................................................................................................................... viii

List of Tables ............................................................................................................................. ix

List of Figures ............................................................................................................................ ix

Executive Summary .................................................................................................................. 1

1. Introduction ........................................................................................................................... 2 1.1 Definition of five research themes ...................................................................................................... 2

1.2 Structure of this document ................................................................................................................... 3

2. The Drivers of Maritime Research ........................................................................................ 4 2.1 Primary drivers ......................................................................................................................................... 4

2.2 Secondary drivers ................................................................................................................................... 5

3. Identifying Research Priorities and Needs in Maritime Transport ...................................... 7 3.1 Relating the European Union policy drivers of research with the

WATERBORNETP key priorities .................................................................................................................. 7

3.2 Research priorities that emerge from the MARTEC II and SURSHIP projects ............................... 7

3.3 Maritime transport research needs and objectives ........................................................................ 9

4. Maritime Transport Research Priorities of the EU’s 5th, 6thand 7th FPs .............................. 17 4.1 Objectives of the EU‟s Framework Programmes in maritime research ..................................... 17

4.2 An analysis of the EU‟s Framework Programmes in maritime research .................................... 19

4.3 A financial analysis of the EU‟s Framework Programmes in maritime research ...................... 25

4.4 An evaluation of the success of implementation and industry take-up of

the EU‟s Framework Programmes in maritime research .............................................................. 27

5 Technology Gap Analysis in Maritime Transport Research ............................................. 29 5.1 Methodology of the Technology Gap Analysis ............................................................................. 29

5.2 The Results of the Technology Gap Analysis ................................................................................... 29 5.2.1.1 COM-1-1 Innovative ship concepts ........................................................................................................ 32

5.2.1.2 COM-1-2 Competitive ship operations and e-maritime ..................................................................... 33

5.2.1.3 COM-1-3 Ship-shore interfaces and port operations ........................................................................... 36

5.2.2.1 COM-2-1 Design tools for structural reliability ........................................................................................ 38

5.2.2.2. COM-2-2 Design tool integration ............................................................................................................ 39

5.2.3.1 COM-3-1 Structural materials and material combinations ................................................................. 40

5.2.3.2 COM-3-2 Coating and coating processes ............................................................................................ 42

5.2.3.3 COM-3-3 Production techniques and equipment ............................................................................... 43

5.2.3.4 COM-3-4 Production organisation .......................................................................................................... 44

5.2.4.1 COM-4-1 Inspection and maintenance................................................................................................. 46

5.2.4.2 COM-4-2 Repair, retrofitting and dismantling ....................................................................................... 47

5.2.4.3 COM-4-3 Life cycle approaches ............................................................................................................. 49

5.2.5.1 ENV-1-1 Alternative fuels ........................................................................................................................... 50

5.2.5.2 ENV-1-2 After treatment of exhaust gases ............................................................................................. 51

5.2.5.3 ENV-1-3 Low emission engines ................................................................................................................. 52

5.2.5.4 ENV-1-4 Green ship operations ................................................................................................................ 53

5.2.6.1 ENV-2-1 Reducing airborne and underwater noise ............................................................................. 55

5.2.6.2 ENV-2-2 Reduced emissions from paints ................................................................................................ 55

5.2.9.1 ENE-1-1 Resistance and drag ................................................................................................................... 57

5.2.9.2 ENE-1-2 Propulsion ...................................................................................................................................... 59

5.2.10.1 ENE-2-1 Engines ......................................................................................................................................... 60

5.2.10.2 ENE-2-2 Advanced energy sources and energy management...................................................... 61

5.2.11.1 SAF-1 Design for safety ............................................................................................................................ 62

5.2.11.2 SAF-2 Safe ship operation ....................................................................................................................... 65

5.2.11.3 SAF-3 Security ............................................................................................................................................ 66

5.2.12.1 HUM-1 Decision support systems ........................................................................................................... 67

5.2.12.2 HUM-2 Improving passenger comfort ................................................................................................... 68

6. Proposed Themes and Actions for Future Maritime Transport Research ........................ 70 6.1 Priorities for future maritime transport research themes ............................................................... 70

6.2 Recommendations for research actions ......................................................................................... 75

[ix]

List of Tables Table 1: Research priority themes as identified in the Waterborne Vision ............................. 8

Table 2: Future research objectives based on WATERBORNETP MARTEC II and SURSHIP .... 10

Table 3: The detailed maritime transport research needs ...................................................... 11

Table 4: Maritime transport research topics addressed in the 5th, 6th and 7th Framework

Programmes .................................................................................................................... 20

Table 5: Maritime projects and funding per instrument in the 5th, 6th and the first three

calls of the 7th Framework Programmes...................................................................... 26

Table 6: European Union maritime projects by implementation of results ........................... 28

Table 7: Technical clusters and sub-clusters of the MARPOS priorities .................................. 30

Table 8: Recommended research priorities for maritime transport ....................................... 70

List of Figures Figure 1: Primary and secondary research drivers for maritime transport

research and development ......................................................................................... 4

Figure 2: MARTEC II research priority areas ................................................................................ 9

Figure 3: Number of maritime projects per theme ................................................................. 26

Figure 4: EU funding per theme for maritime transport research

projects in the 5th, 6th and 7th FP ................................................................................. 27

Figure 5: A crude oil carrier in a northern sea route ............................................................... 35

Figure 6: Laser3 - welding of metallic lightweight sandwich panels .................................... 40

Figure 7: Ship‟s Emissions ............................................................................................................. 61

Figure 8: Average abatement curves for world shipping fleet 2030 .................................... 54

Figure 9: CFD prediction of Cavitation inception on propeller and rudder ....................... 59

[1]

Executive Summary

This document provides an overview of the technology products that have been developed

over the last decade by the maritime transport research projects co-funded by the DG

Research and Innovation under the 5th, 6

th Framework Programmes and the first three calls of

the 7th Framework Programme.

To better analyse and present the projects’ results in a systematic way, five maritime transport

themes have been considered, namely competitiveness, energy, environment, safety &

security and human factors. The research priorities set in the last three Framework

Programmes (FPs) have been investigated and the evolution of maritime transport research is

presented. Furthermore, the successful implementation and the industrial uptake of the

projects’ final outputs have been identified through personal interviews.

The analysis of maritime transport research through the three FPs provided the basis for

performing a technology gap analysis by comparing challenges, research targets and visionary

goals with the research work that has been conducted over the last decade and considering the

WATERBORNETP

Strategic Research Agenda. The gap analysis, which was based on the

needs of the maritime transport industry, identified future technology and knowledge

development, future research needs and the potential impacts of future research.

Through this analysis a comprehensive and holistic view on future maritime transport

research and priority lines is provided. The analysis comes as a timely contribution to the

preparation of the next EU Research and Innovation Framework Programme.

Details information on the research projects supported by EU funding is to be found on

http://www.maritimetransportresearch.com

http://www.maritimetransportresearch.com/

[2]

1. Introduction Maritime transport is a key contributing factor to the economic success and

prosperity of the European Union and an important source of revenue and

employment. It is a major industry with direct impact on the economy and society.

Today, almost 90% of the EU external trade is seaborne while short sea shipping

represents 40% of intra-European freight (in tonne-kilometres). Furthermore, each year

more than 400 million passengers pass through European ports, which remain some of

the busiest in the world.

It is expected that international trade will continue to grow in the near future, despite

the challenges facing the maritime transport industry as a result of the recent

economic crisis. To accommodate this growth, the maritime transport system has to

remain competitive and deliver its promised advantages and efficiencies.

The European Commission has recognised the importance of maritime transport as

an economic engine for Europe. From 1994 when the 4th Framework Programme

(FP4) was published, to the initiation of the European Research Area in 2000 and the

current 7th Framework Programme, the Commission has been consistently providing

support by providing funding for research activities. This support is anticipated to

continue in the next Framework Programme.

This document has the objective to assess the direction and performance of the past

EU funded projects on maritime transport research as part of the 5th, 6th and 7th

Framework Programmes (FP5, FP6 and FP71), which were funded by the EU under the

responsibility of DG Research and Innovation2. This has been achieved by analysing

the research needs of both the maritime industry as well as the policy objectives of

the European Union. Furthermore, through a gap analysis suggestions emerged for

research priorities that can be included in the next EU Framework Programme.

1.1 Definition of five research themes

To better summarise and present the research priorities for the maritime transport

sector in a systematic way, five major themes have been considered:

competitiveness, environment, energy, safety & security and human factors. The

definitions of the five themes that have been produced by the MARPOS consortium

are as follows:

Competitiveness The theme competitiveness of maritime transport means the ability to ensure

sustainable, efficient and affordable maritime transport services. Competitiveness

shall be strengthened by innovative and improved services and systems in maritime

transport in order to meet the requirements from the demand side, and to provide

adequate capital return for the maritime transport actors.

Against this background, competitiveness in the context of the EU Framework

Programmes also refers to modal competition in order to improve the

competitiveness of maritime transport.

Environment The environment theme refers to projects that contribute to a reduction of negative

impacts to the environment like water pollution, air pollution, ground pollution and

noise as these relate to both vessel and port operations.

1 For FP7 only the first three calls have been analysed.

2 Formerly, DG Research.

[3]

Energy The theme energy refers to projects that optimise the use of energy in maritime

transport. This includes fuel consumption for vessel and port operations as well as

alternatives in the energy provision for the operational business.

Safety and Security Safety refers to projects dealing with new developed technologies and intelligent

systems that protect seafarers and dock workers as well as vessels and port

infrastructure against acknowledged risks and dangers that occur during the

transport operation system.

Security refers to projects dealing with newly developed technologies and intelligent

systems related to the protection of seafarers and dock workers; it also refers to

security of vessels and port infrastructure against unauthorised and unexpected

actions of any kind.

Human Factors The theme on human factors refers to qualification, training of seafarers and dock

workers, as well as to issues concerning related working conditions and safety on ships

and in ports.

1.2 Structure of this document

The structure of this document is based on a four stage strategy to reach the goal of

providing robust recommendations for future maritime transport research priorities.

initial analysis of the drivers of maritime research;

identification of current research priorities and needs in maritime transport;

analysis of past and current EU funded maritime research projects (part of the 5th,

6th and 7th Framework Programmes); and

a Technology Gap Analysis undertaken by industry experts.

Initially an analysis was made of the drivers of maritime research. The main drivers

were divided into primary (global ones, such as the world economy or societal

needs) and secondary ones (accidents, legislation, etc.).

Thereafter, an identification of the priorities of maritime transport research was made,

taking into account the research themes that were already included in the current

and subsequent EU Framework Programme calls, as well as in the WATERBORNETP

Strategic Research Agenda. The outcome was the creation of future research

objectives based on research drivers and policy objectives.

A more detailed analysis was also undertaken of the results of maritime transport

research projects co-financed by the EC DG Research and Innovation under the 5th,

6th and 7th Framework Programmes. For each project, an analysis was made of the

research priorities addressed and their outcomes, with an emphasis on technological

developments. A classification/clustering of research outcomes was also undertaken,

as well as an evaluation of the implementation success of the project‟s technological

innovations.

The combined analysis of the future research objectives and the research analysis of

the EU Framework Programmes were then presented to industry experts who re-

clustered the technological outcomes based on their industrial experience. This re-

clustering served as basis for a Technology Gap Analysis, which was also undertaken

by industry experts, with a five to ten year horizon.

Based on this Technology Gap Analysis it has been possible to map out an agenda of

the future direction and needs of maritime transport research for the European Union.

[4]

2. The Drivers of Maritime Research Global challenges and societal needs are the primary drivers of strategic research.

There are, however, a number of secondary drivers, as shown in figure 1, such as local

policy priorities, accidents and their prevention and economic conditions, which play

a significant role in setting the research agenda.

Figure 1 Primary and secondary research drivers for maritime transport research and

development

2.1 Primary drivers

In Europe, the maritime transport research priorities primary drivers are composed of a

mixture of global events and European Union policies. Competitiveness, the

environment and safety are key elements of these.

2.1.1 Global challenges The most important global challenges with relevance to maritime transport research

include global warming and climate change; sustainable eco-systems and

biodiversity; the shortage of worldwide resources (including energy) and the

increasing worldwide demand for these resources; and globalisation of the economy.

The recent economic downturn in the global economy has affected the European

maritime industry, with a negative impact on all related activities. At the same time,

globalisation, pressure on resources, and climate change are intensifying.

Global challenges drive three principal types of research:

Research to understand the nature of global challenges and to identify the

mechanisms to properly react on them, without creating new problems and

challenges;

Global Challenges and Society Needs

(Primary Research Drivers)

Secondary Drivers and Factors influencing Research and Development

Legislation, Policies and Rules:

IMO Conventions,

Resolutions and Guidelines

EU Regulations, Directives

and Policies

Classification Society Rules

Policy Priorities (local)

Accidents and Events

Market Developments

[5]

Research to develop and implement the proper mechanisms (legislation, tax

mechanisms etc) to stimulate reaction on global challenges;

Research on technologies to counter-act global threats and challenges.

Furthermore, the economic downturn drives three main developments in the

maritime world, which need to be considered in future research:

Increased global competition in the traditional markets of the European maritime

manufacturing industry, with continuous pressure on efficiency and cost reduction.

An increased competition on the maritime transport market along with upcoming

environmental rules and regulations, which force ship operators to improve the life

cycle performance of their ships.

The increased exploitation of marine renewable energies and other resources

requires dedicated ships and other equipment, suitable for efficient operation in

harsh environments.

2.1.2 Societal Needs Societal needs are the demand of the society for goods and services which will

ensure the maintenance and improvement of the quality of life. Often only limited

policy intervention is needed to satisfy societal demands if the market mechanisms

are working properly. It is however important to note that the free market operates

only in certain parts of the world, and even then it may not operate unhindered by

governmental or monopolistic intervention.

Important societal needs for Europe from the perspective of maritime transport

research are:

A sustainable and competitive transport infrastructure and operations to secure

external trade as well as the mobility of people and goods within Europe;

Safety and security of European citizens to ensure health and well being;

Competitiveness of the European industry to ensure economic growth and

Quality of Life of European citizens, which includes satisfying jobs, human working

environments, as well as leisure opportunities for all citizens, and also considering

an ever increasing aging population.

Along with the above mentioned strategic drivers, there are secondary drivers which

have a more direct impact on European research.

2.2 Secondary drivers

2.2.1 Accidents and safety While a comprehensive strategic research agenda should allow to foresee and to

pro-actively react on potential threats, it will always be necessary to quickly react on

new or unidentified threats and challenges, which then become short-term research

drivers. Thus, the accidents of ERIKA and PRESTIGE have triggered a number of

research projects on oil spill removal and structural integrity. Moreover, the sinking of

ESTONIA initiated a variety of research projects on stability, which only after the

accident found a more prominent reflection in the research strategies.

The safety performance of commercial shipping has significantly improved over a

sustained period. This has been achieved by implementing a range of measures,

including improved standards for new construction and maintenance and the tighter

regulatory intervention, such as the introduction of enhanced survey regimes and the

focus on port state control inspections. Maritime operations have undoubtedly

become safer and cleaner, but the maritime industry still faces pressures to improve

its performance. The future challenge for ship safety is the result of “zero tolerance”

by society, of maritime accidents and pollution incidents.

[6]

2.2.2 Legislation Legislation is an important secondary research driver. The rules and regulations

governing the maritime sector are issued mainly by the following authorities:

IMO (International Maritime Organization) Regulations and Resolutions,

ILO (International Labour Organisation) Legislation

Classification Society Rules

At European level, several directives had an importance on the research priorities:

Directive 98/18/EC on harmonising safety standards for all new and existing

passenger vessels, and high speed craft engaged on domestic voyages.

The adoption of two legislative packages on maritime safety (the so-called ERIKA I

and II packages).

Directive 2005/33/EC whose main objective is to reduce ships' emissions of SO2,

NOX, primary particles, CO2, and to eliminate emissions of ozone-depleting

substances.

2.2.3 Policy priorities in Europe The European Union produces policy guidance and direction that directly affects the

transport maritime agenda. The 2011 White Paper “Roadmap to a Single European

Transport Area” provides the overview for the transport policies of the coming

decade. Maritime transport is mentioned specifically in terms of safety and social

policy. Naturally the White Paper also is affected by the other European policies, such

as the environmental policy, energy and economy (Europe 2020). The need for the

creation of a “common maritime space” for a safe and secure transport maritime

sector is specifically highlighted in the White paper on Transport as well as the

creation of a social agenda focusing on labour conditions.

Furthermore, previous to the publication of the 2011 White Paper on Transport, other

significant and influential policy initiatives had a direct impact on maritime research.

The most significant of these have been:

The Integrated Maritime Policy for the European Union (2007), which is based on

the recognition that all matters relating to Europe‟s oceans and seas are

interlinked, and that sea-related polices must be developed in a joined up way if

we are to reap the desired results.

The Commission‟s European Strategy for Marine and Maritime Research (ESMMR,

2008), which was influenced by the Galway (2004) and Aberdeen (2007)

Declarations, is of particular importance as far as maritime research, development

and innovation is concerned. This strategy sets out an agenda, which includes

enhanced integration of synergies between EU and Member States research and

funding programmes, addressing regional and global challenges (e.g. climate

change, sustainable fisheries, pollution, etc).

The Energy from Renewable Sources Directive on the promotion of the use of

energy from renewable sources 2009/28/EC sets ambitious targets for all Member

States, with the objective that the EU will reach a 20% share of energy from

renewable sources from 2020 and a 10% share of renewable energy specifically in

the transport sector.

In Europe, national and regional policy priorities may vary due to different economic

and industrial conditions and societal needs. In practice, this may lead to a certain

fragmentation of maritime research and to some duplication of efforts. In order to

limit this fragmentation and duplication of research efforts and optimise the use of

public funding, the EU is supporting the coordination and cooperation of national

and regional programmes through the ERA-NET scheme3.

3 See http://ec.europa.eu/research/fp7/index_en.cfm?pg=eranet-projects-home

http://ec.europa.eu/research/fp7/index_en.cfm?pg=eranet-projects-home

[7]

3. Identifying Research Priorities

and Needs in Maritime Transport

This Chapter outlines the research priorities based on the investigation of research

drivers, the priorities deriving from European Union policies and the key priorities of the

WATERBORNETP Strategic Research Agenda. An analysis of all of these allows us to

develop an initial identification of research priorities and needs in maritime transport.

In this section, the maritime transport research drivers are related to the

WATERBORNETP Strategic Research Agenda, the SURSHIP and MARTEC II projects.

From this analysis an initial categorisation was created of the maritime transport

research needs for Europe.

3.1 Relating the European Union policy drivers of

research with the WATERBORNETP key priorities

The WATERBORNETP Technology Platform was launched in January 2005 and was

followed by the first WATERBORNETP Strategic Research Agenda in 2007. This Strategic

Research Agenda has now been reviewed and updated to reflect developments in

the maritime sector and new environmental and economic challenges, since the

publication of the first issue. The changes include an increased priority on CO2

reduction, the growing offshore renewable energy market and refitting existing ships

to accelerate the introduction of the environmental and economic benefits of new

technology.

The WATERBORNETP Strategic Research Agenda addresses the innovation challenges

in the next 15 years, summarised under the 3 pillars of the Waterborne Vision 2020:

Safe, Sustainable and Efficient Waterborne Operations,

A Competitive European Maritime Industry, and

Manage and Facilitate Growth and Changing Trade Patterns.

The key priority themes for research, development and innovation priority areas that

have now been identified for the 3 pillars of the Waterborne Vision 2020 are grouped

under the headings presented in table 1.

3.2 Research priorities that emerge from the MARTEC

II and SURSHIP projects

Further to WATERBORNETP there are two other noteworthy European initiatives in

defining a maritime research agenda, MARTEC II and SURSHIP.

3.2.1 MARTEC II The MARTEC II

4 - Maritime Technologies ERA-NET is a network and partnership of key

funding agencies and ministries. This network, in co-operation with the European

industrial maritime cluster and other relevant stakeholders, intend to work out a

strategy for future maritime technological research funding through trans-national

programmes and calls, which are coherent with the European research policy and

the strengthening of the European Research Area.

4 See http://www.martec-era.net/

http://www.martec-era.net/

[8]

The objectives of MARTEC II and WATERBORNETP are similar5: MARTEC II is seeking to

“achieve the understanding and the tools for establishing and maintaining a

coherent and sustainable R&D strategy across relevant ministries, funding bodies and

organisations in the European maritime sector”, whereas the WATERBORNETP has

produced a Strategic Research Agenda and Implementation Plan, through

cooperation with industry, academia and government agencies.

MARTEC II has a number of priority areas for research and development, representing

the National Programmes of the MARTEC II participants as can be seen from the

figure below.

Table 1 Research priority themes as identified in the Waterborne Vision

Sa

fe, Su

sta

ina

ble

an

d E

ffic

ien

t W

ate

rbo

rne

Op

era

tio

ns

Implementing Goal-Based /

Risk-Based Frameworks for Cost

Efficient Safety

Implementing Risk-Based Regulation &

Approval

Implementing Risk-based Design

The “Zero Accidents” Target

Improving Vessel Usability &

Maintainability

New Systems & Procedures for Safe

Waterborne Operations

Enhanced Vessel Operations under

Severe Conditions

The “Crashworthy” Vessel

Collision & Grounding Scenario Research

Failure Mechanisms Research &

Modelling

Enhanced Waterborne Security

Monitoring & Data Logging

Simulation Support & Identification of

Vulnerability Issues

Development of Efficient & Economically

Viable Security Strategies Equipment &

Specialised Vessels

A C

om

pe

titive

Eu

rop

ea

n

Ma

ritim

e In

du

stry

Innovative Vessels and Floating

Structures

Life Cycle Philosophy

Design Innovation & Systems

Optimisation

Innovative Marine Equipment

and Systems Intelligent Data Management

Tools for Accelerated

Innovation

Tools for Design & Analysis

Simulation Software for Process

Acceleration & Minimising Risk

Effective Waterborne

Operations Automation & Platform Management

Technologies for New and

Extended Marine Operations Procedures & Support Tools

Ma

na

ge

&

Fa

cili

tate

Gro

wth

an

d C

ha

ng

ing

Tra

de

Pa

tte

rns

More Effective Ports and

Infrastructure

Automatic Operations

New Generation Inland Navigation

Intelligent Transportation

Technologies and Integrated

ICT solutions

Traffic Management Strategies Decision Support Systems & ICT

5 MARTEC D4.2: Programs managers mobility plan, 2010

[9]

Priority Area /

Country DE

ES

PL

FR

FI

DK

UK

NL

NO

SE

RO

IS

LT

ERA-NET

shipbuilding – new ship

types, structures, ship design

shipbuilding - production

process and technology

maritime equipment and

services

ship and port operation

services

inland water and

intermodal transport

Transport

offshore industry / offshore

technology

offshore structures for

renewable energy

HY – CO

INNER

FENCO

polar technology EUROPOL

AR

fishing / aquaculture MARIFISH

safety

security EU - SEC

environmental and climate

impact

AMPERA

SEASERA

human elements

Figure 2: MARTEC II research priority areas

3.2.2 SURSHIP SURSHIP, Strategic European Research Cooperation on Maritime Safety, is a

coordinated concept involving eight EU-member states, and one of the ERA-NET

Transport Action Groups. It is a cooperative research project network built to improve

technologies for prediction of risks, safety and survivability of ships and to apply the

knowledge into designs and rules. The focus in SURSHIP projects is on improved

strategic rule making regarding passenger ships such as ROPAX and Cruising ROPAX

vessels. Improvement of technologies for prediction of safety and security

performance and application of the knowledge are important aspects.

SURSHIP‟s strategic objectives are to strengthen the competitiveness of the

European maritime industry, to support national authorities to provide inputs to IMO,

and to provide recommendations to the international maritime industry and

authorities for higher standards for building safer ships and for cleaner oceans.

Most of the projects under the SURSHIP umbrella are nationally funded although some

projects are internationally funded. A central part of the SURSHIP model is the

openness of the results. All important reports are accessible to the public at the

SURSHIP web site www.surship.eu.

3.3 Maritime transport research needs and

objectives

Maritime transport research is driven by a variety of factors, which interact in different

dimensions and levels. By relating research drivers, policy objectives and the key

priorities of the WATERBORNETP Strategic Research Agenda as well as the MARTEC II

and SURSHIP project results, it was possible to derive a more precise identification of

the future research objectives of maritime transport in the European Union albeit at a

generalised level.

http://www.surship.eu/

[10]

This process primarily translated global and societal needs into maritime transport

research needs in a systematic way. The classification and identification of the

research objectives related to this document‟s five research themes

(competitiveness, energy challenges; environmental challenges; safety and security

challenges; and human challenges), are as shown in the following table.

Table 2: Future research objectives based on WATERBORNETP MARTEC II and SURSHIP

Competitiveness: Meeting Europe‟s Transport Demand of the Future

Objective to create the technical foundations to:

Secure the transport of European imports and exports in a global market;

Ensure mobility of people and goods to satisfy increasing transport demand;

Support modal shift to waterborne transport as an economic and environmentally

friendly transport mode by increasing the volume of short sea and inland

waterway shipping by at least 20%;

Increase the productivity and reduce construction cost of the European

shipbuilding sector in complex ships by 50%;

Ensure competitiveness of maritime transport and offshore services at global scale;

Reduce time to market innovative products and process technologies by at least

30%.

Energy: Securing Europe‟s demand for Energy and Resources in the Future

Objective to create the technical conditions to:

Facilitate the exploitation of new energy sources and resources from the oceans;

Support the efficient and sustainable use of energy and resources;

Increase the overall energy efficiency of ships by at least 40%;

Increase the share of marine renewable energy by 50%;

Environment: Reducing maritime emissions and the environmental footprint of

maritime operations to counter act climate change


Increase the share of environmentally friendly (gas) and renewable energies in

ships by at least 20%.

Reduce the amount of GHG emissions by ships by at least 40%;

Reduce the maritime pollutions by accidents and operation by 50%.

Safety and Security: Ensuring maritime Safety and Security


Reduce the risk of fatal accidents in maritime operations by at least 20% aiming to

achieve in the longer term a “0” accident target.

Human Factors: Sustainable Human resources and Quality of Life for European

Citizens

Objective to create the technical conditions to:

Improve working conditions;

Ensure knowledge building, spreading and application in the maritime sector;

Improve passenger comfort as well as leisure opportunities for European citizens;

Cope with the demand of elderly passengers.

Based on the classification described above and following a brainstorming process

with industry experts, a series of sub-objectives and maritime challenges to be

addressed by research were derived, which can be considered as the “maritime

transport research needs”. These are depicted in the following table.

[11]

Table 3: The detailed maritime transport research needs O

bje

ctiv

e

Su

b-

ob

jec

tiv

es

Ma

ritim

e

tra

nsp

ort

ch

alle

ng

es

Maritime transport research needs

Me

etin

g F

utu

re T

ran

spo

rt D

em

an

ds Se

cu

rin

g

Eu

rop

ea

n In

-

an

d E

xp

ort

on

Glo

ba

l Sc

ale

A c

om

pe

titive

an

d s

ust

ain

ab

le

Eu

rop

ea

n d

ee

p

sea

fle

et

competitive and sustainable ships and ship systems

E-navigation

Sustainable ports and sea ways

Se

cu

rin

g M

ob

ility

of

Go

od

s a

nd

Pa

sse

ng

ers

with

in E

uro

pe

A c

om

pe

titive

an

d s

ust

ain

ab

le

inla

nd

an

d s

ho

rt

sea

fle

et


E-navigation

Solutions for improved Intermodality in door to door

transport chains

Su

sta

ina

ble

Urb

an

Mo

bili

ty

Su

sta

ina

ble

solu

tio

ns

for

urb

an

an

d lo

ca

l

wa

terb

orn

e

tra

nsp

ort


Transport information systems

Concepts for integration of waterborne transport into

urban transport chains

Str

en

gth

en

ing

Co

mp

etiti

ve

ne

ss

A C

om

pe

titive

In

du

stry

to

se

cu

re J

OB

S

Co

mp

etitive

Sh

ip D

esi

gn

First principle design methods and tools

Integration of Design tools and Tool platforms

Tools for hydrodynamic optimisation

Tools for overall energy management and balance

Modular design for easy refurbishment

Improved refurbishment processes

Processes and solutions for environmentally sound

recycling and dismantling

New materials and material mixtures

[12]

Ob

jec

tiv

e

Su

b-

ob

jec

tiv

es

Ma

ritim

e

tra

nsp

ort

ch

alle

ng

es

Maritime transport research needs Str

en

gth

en

ing

Co

mp

etitive

ne

ss

A C

om

pe

titive

In

du

stry

to

se

cu

re J

OB

S Co

mp

etitive

Sh

ip P

rod

uc

tio

n

New production processes and equipment for

mechanisation and automation in hull production

Methods and tools for outfitting mechanisation and

pre-outfitting

Innovative Joining Processes for new materials and

with low heat input

Accuracy control and shrinkage management

Integrated production chains including yards and

subcontractors

Co

mp

etitive

Sh

ip O

pe

ratio

n E-navigation and fleet management - see TRANSPORT

Efficient ports and infrastructure - see TRANSPORT

Competitive and sustainable ships and ship systems

Onboard automation, easy maintenance and

housekeeping

Efficient processes and equipment for maintenance,

refurbishment and repair

Efficient dismantling and recycling processes

Co

mp

etiti-

ve

Off

sho

re

Op

era

tio

ns

Efficient processes and tools for the production,

installation, service, retrofit and dismantling of offshore

devices

Leve

l

Pla

yin

g F

ield

an

d IP

R

Pro

tec

tio

n

Sound quality and safety standards

Mechanisms and tools for IPR protection

KN

OW

LED

GE S

oc

iety

Imp

rove

d

Kn

ow

led

ge

Ma

na

ge

-

me

nt

to

red

uc

e t

ime

to m

ark

et Knowledge Management Methods and Tools

Virtual and augmented reality tools

Inn

ova

tive

inte

gra

ted

life

cyc

le

serv

ice

s

invo

lvin

g

ac

tors

alo

ng

the

life

cyc

le Life cycle Performance Assessment methods and tools

Integrated life cycle services and business concepts

[13]

Ob

jec

tiv

e

Su

b-

ob

jec

tiv

es

Ma

ritim

e

tra

nsp

ort

ch

alle

ng

es


Se

cu

rin

g t

he

De

ma

nd

fo

r EN

ER

GY

an

d R

ESO

UR

CES

Exp

lorin

g n

ew

an

d r

en

ew

ab

le e

ne

rgy s

ou

rce

s a

nd

re

sou

rce

s

De

ep

Se

a

Re

sou

rce

Exp

lora

tio

n

an

d

Exp

loita

tio

n

New techniques and equipment for deep sea exploration

and exploitation

New business models and work sharing in deep sea

exploitation

Ha

rve

stin

g o

ffsh

ore

win

d a

nd

oth

er

ma

rin

e r

en

ew

ab

le e

ne

rgy

sou

rce

s

Innovative Concepts and equipment for single use offshore

energy production

Multi-use concepts and modular equipment for offshore

services

Innovative concepts and solutions for offshore logistics,

maintenance and retrofitting, dismantling

New business models and work sharing for offshore services

Safety of offshore devices

New materials for operation in extreme weather conditions

Tra

nsp

ort

of

oc

ea

nic

re

sou

rce

s

an

d e

ne

rgy t

o t

he

co

nsu

me

rs

New ships for offshore installation, service and dismantling

New ships for the transport of gas and oceanic resources

New concepts for storage and transport of ocean energy

New ports and cargo handling for marine resources and

offshore energy

Re

du

ctio

n o

f En

erg

y a

nd

Re

sou

rce

De

ma

nd

by

be

tte

r Eff

icie

nc

y

En

erg

y e

ffic

ien

t sh

ips Low drag and resistance

Energy efficient engines

Energy efficient equipment (energy consumers)

Lightweight structures to improve payload to weight ratio

Overall energy balancing and management

En

erg

y e

ffic

ien

t

off

sho

re d

evic

es Low drag and resistance

Energy efficient engines

Energy efficient equipment (energy consumers)

Overall energy balancing and management

[14]

Ob

jec

tiv

e

Su

b-

ob

jec

tiv

es

Ma

ritim

e

tra

nsp

ort

ch

alle

ng

es


Glo

ba

l C

lima

te C

ha

ng

e a

nd

su

sta

ina

ble

Ec

osy

ste

ms

Re

du

ctio

n o

f G

HG

em

issi

on

s

Low

em

issi

on

sh

ips

Renewable energy sources (non fossil) and storage

Gas fuelled engines and storage of gas onboard

Efficient emission post treatment

Overall energy balance and management

Solutions for reduced noise emissions into air and water

Re

du

ce

d e

nviro

nm

en

tal im

pa

ct

fro

m

cra

dle

to

gra

ve

en

viro

nm

en

tally

frie

nd

ly m

ate

ria

ls f

or

ma

ritim

e c

on

ditio

ns

Environmentally friendly materials for ships

Environmentally friendly lubricants

Re-useable and recyclable materials

Assessment methods for the environmental footprint of

materials from cradle to grave

Modular design for easy refurbishment

Improved refurbishment processes

Processes and solutions for environmentally sound recycling

and dismantling

Leve

l p

layin

g f

ield

Ma

ritim

e R

ule

s a

nd

Leg

isla

tio

n f

or

red

uc

ed

en

viro

nm

en

tal im

pa

ct

Technical support to legislation

[15]

Ob

jec

tiv

e

Su

b-

ob

jec

tiv

es

Ma

ritim

e

tra

nsp

ort

ch

alle

ng

es


En

surin

g S

afe

ty a

nd

Se

cu

rity

En

ha

nc

ed

Sa

fety

Ma

ritim

e

Ru

les

an

d

leg

isla

tio

n f

or

imp

rove

d

safe

ty

Technical support to legislation Sa

fe D

esi

gn

an

d P

rod

uc

tio

n

Methods and tools for risk based design and their

integration

New solutions for accident fighting on board

Life saving strategies and appliances

Sa

fe o

pe

ratio

n o

f sh

ips

an

d o

ffsh

ore

de

vic

es Condition monitoring systems and their integration

Predictive and risk based maintenance and repair

Autonomous underwater inspection devices

Decision Support Systems for ship operation and

emergency response

Imp

rove

d

em

erg

en

cy

an

d a

cc

ide

nt

resp

on

se Strategies and tools for concerted emergency response

Strategies and equipment to remove pollutions from

maritime accidents

En

ha

nc

ed

Se

cu

rity

Se

cu

rity

in

term

ina

ls

Strategies and tools to ensure security in ports

Se

cu

rity

on

bo

ard

integrated solutions for security onboard passenger ships

Solutions to fight piracy

[16]

Ob

jec

tiv

e

Su

b-

ob

jec

tiv

es

Ma

ritim

e

tra

nsp

ort

ch

alle

ng

es


Su

sta

ina

ble

HU

MA

N R

ESO

UR

CES a

nd

QU

ALI

TY O

F L

IFE

Sp

rea

din

g K

NO

WLE

DG

E

Imp

rove

d a

nd

de

ma

nd

drive

n

ma

ritim

e

ed

uc

atio

n a

nd

tra

inin

g E-Learning Tools

Harmonised EU education and training curricula

Imp

rove

d

Tec

hn

olo

gy

Tra

nsf

er Industry-Research-Academia Partnerships

Maritime Innovations Data Base

Hu

ma

n W

ork

ing

En

viro

nm

en

t

Imp

rove

d

wo

rkin

g

co

nd

itio

ns

in

ship

bu

ildin

g

Improved Health, Safety and Environmental Conditions in

Shipyards

Ergonomic Design of Production Equipment

Imp

rove

d W

ork

ing

Co

nd

itio

ns

in S

hip

an

d o

ffsh

ore

Op

era

tio

n Decision Support Systems for ship operation and

emergency response

Improved man-machine interfaces

Ma

ritim

e S

olu

tio

ns

for

Ag

ing

Po

pu

latio

n

Increased passenger comfort considering elderly people

Adopting passenger ships and pleasure boats to the needs

of elderly people

[17]

4. Maritime Transport Research

Priorities of the EU’s 5th, 6th

and 7th Framework Programmes

A synopsis and analysis was undertaken of the results of maritime transport research

projects co-financed by the EC DG Research and Innovation under the 5th, 6th and 7th

Framework Programmes6. For each project, an analysis was made of the research

priorities addressed and their outcomes, with an emphasis on technological

developments.

4.1 Objectives of the EU’s Framework Programmes in

maritime research

Each Framework Programme had its own structure and priorities and maritime

transport was funded within various key actions or priorities.

Under the 5th Framework Programme, marine transport sector was covered by the

Growth Work programme within Key Action 3: land transport and marine

technologies, while Sustainable Surface Transport, which also covered waterborne

transport, was part of the Thematic priority 1.6 "Sustainable Development, Global

Change and Ecosystems" under the 6th Framework Programme.

It is only with the 7th Framework Programme that Transport (including aeronautics)

became a thematic priority on its own merits.

Topics within the different Framework programmes are summarised below.

Objectives of the EU’s 5th Framework Programme in Maritime Research The overall objectives of the EU‟s 5th Framework Programme (1998-2002) in Maritime

Transport Research included

Reduction of CO2 emissions from maritime transport by 15% between 1998 and

2002 compared to the level of 1995

Reduction of the time to market of innovative maritime products by 15-20%

through improved design and production processes

Increased efficiency and reduction of operating costs of ships and vessels by 30%

to 40%

Halving of time-to-market and of costs for the development of vehicle concepts

and main infrastructure components

Improvements in vehicle quality and reliability of about 50%.

Specific research priorities were focused on:

Critical marine technologies

Improved concepts and innovative European approaches for vessels and port

infrastructures, for reduction of operating costs, improvement of manoeuvrability of

ships in restricted waters and ports, and efficient cargo handling and transhipment;

Development of innovative technologies to ease accessibility to marine resources

especially in difficult areas and conditions and facilitate the investigation of potential

resources and monitoring of the sea and sea-bed.

6 For FP7 only the first three calls have been analysed.

[18]

Technology platforms

Advanced concepts for ships and vessels - Competitive shipbuilding;

Integration of critical technologies in delivering optimised concepts for safer,

environmental-friendly and more efficient vessels and platforms;

Integration of technological advances delivered through critical technology research

for advanced concepts for unitised cargo and for ship types operating in coastal,

restricted and limited waters

The overall objective of this FP was to provide help to boost growth and create new

jobs within the EU, improving competitiveness and to maintain the ongoing

innovation effort of manufacturing firms.

Objectives of the EU’s 6th Framework Programme in Maritime Research The 6th Framework Programme (2002 – 2006) covered those areas where the EU in the

medium term intended to become the more competitive, dynamic with a

knowledge-based economy, capable of sustainable economic growth with more

and better jobs and greater social cohesion.

The drivers for maritime transport research introduced in the 6th Framework

Programme can be summarised as follows:

To reach a 20% substitution of fossil fuels by 2020 and to develop technological

solutions to reach the green house gas emissions defined in the Kyoto agreement

and Euro V,

To reduce production cost by 30 to 40% and production lead time by 25% while

improving the environmental friendliness of production and improve product

quality,

To remove transport from road to more environmentally friendly means of

transport, including short sea shipping and inland waterway (No specific targets

given for maritime), and

To increase the safety of transport reducing the number of fatalities by 50% by

2010 while increasing transport capacity by 15%.

The key transport research priorities, addressing accordingly the above objectives,

are classified in the following broad categories:

New technologies and concepts for all surface transport modes (road, rail and

waterborne),

Advanced design and production techniques,

Re-balancing and integrating different transport modes, and

Increasing road, rail and waterborne safety and avoiding traffic congestion.

Objectives of the EU’s 7th Framework Programme in Maritime Research Within the 7th Framework Programme for Research and Technological Development

(2007-2013) maritime transport is covered by several areas: The greening of products

and operations, logistics and intermodal transport, improving safety and security and

strengthening competitiveness. Since the 4th call in 2011 groups of topics have been

set tackling specific modes. The group of topics "eco-innovations in shipbuilding and

waterborne transportation” covers maritime as well as inland shipping.

The drivers for maritime transport research in the Work Programme include:

Reduction of greenhouse gas emissions by 25 to 40% by 2020 and by 80 to 95% by

2050 compared to the level of 1990 ; an increase of the share of renewable

energy fuels in transport to 10% by 2020 as well as the reduction of noise emissions

from transport,

The overall optimisation of logistic chains, in particular intermodal door-to-door

transport,

[19]

Improved safety levels for transport systems combined with at least a neutral

impact on environment,

Maintaining the European share of ultra large cruise ship production and

developing innovative transport systems with higher attractiveness, efficiency and

environmental friendliness.

The key transport research priorities, addressing accordingly the above objectives,

are classified in the following broad categories:

The greening of surface transport

Research will concentrate on vessels, infrastructure and their interactions, with special

emphasis on system optimisation.

Encouraging and increasing modal shift and decongesting transport corridors

Research will address interoperability and operational optimisation of local, regional,

national and European transport networks, systems and services and their intermodal

integration in an integrated approach. Activities will aim at European wide-strategies,

optimised use of infrastructure including terminals and specialised networks, improved

transport, traffic and information management, enhanced freight logistics, passenger

intermodality and modal shift strategies to encourage energy efficient means of

transport.

Improving safety and security

Research will focus on developing technologies and intelligent systems to protect

vulnerable persons such as, passengers, and crew. Advanced engineering systems

and risk analysis methodologies will be developed for the design and operation of

vessels and infrastructures. Emphasis will be placed on integrative approaches linking

human elements, structural integrity, preventive, passive and active safety including

monitoring systems, rescue and crisis management.

Strengthening competitiveness

Research will focus on improving the competitiveness of transport industries, ensuring

sustainable, efficient and affordable transport services and creating new skills and job

opportunities by research and developments. Technologies for advanced industrial

processes will include design, manufacturing, assembly, construction and

maintenance and will aim at decreasing life cycle costs and development lead-

times.

It should be noted that the industrial dimension of the 7th Framework Work

Programme has been influenced from inputs by relevant stakeholders in particular

through the contribution of the various transport technology platforms such as

WATERBORNETP.

In reference to the key maritime transport research priorities set in FP7, the

WATERBORNETP set the following policy targets:

Safe, sustainable and efficient waterborne transport,

A competitive European waterborne industry, and

Managing and facilitating the growth in transport volumes and the changes in

trade patterns.

4.2 An analysis of the EU’s Framework Programmes

in maritime research

Following the investigation of the research priorities regarding waterborne transport in

the three aforementioned Framework Programmes, an analysis was undertaken on

[20]

the content of the research projects approved by the European Commission. Overall

a total of 120 research projects were included in the analysis spanning all three

Framework Programmes.

The following tables summarise the projects undertaken in the Framework

Programmes by research category. It should be noted that for the 7th Framework

Programme only the projects approved in the first three calls were analysed.

Table 4: Maritime transport research topics addressed in the 5th, 6th and 7th Framework

Programmes7

Competitiveness

Framework Programme

Number of

research

projects

FP5

Key Action 3: Land Transport and Marine Technologies 22

FP6

Sustainable Surface Transport 14

1 Developing environmentally friendly and competitive transport

systems and means of transport

11

1.1 Advanced design and production techniques 11

1.1.1 Application of advanced design and manufacturing

techniques

2

1.1.2 Strategies and processes for clean maintenance, dismantling

and recycling of vehicles and vessels

3

1.1.3 Virtual environment for an integrated fluid dynamic analysis in

ship design (the Virtual Basin)

1

1.1.4 Research domains:

(2.2) Application of advanced design and manufacturing

techniques used in vehicle and vessel production and

infrastructure aiming at developing clean, silent, safe and

comfortable products and services with reduced operational

cost and energy consumption,

(2.3) Development of advanced, low-mass material structures

and systems for vehicles and vessels offering product structural

and functional integrity for rated performance at low cost,

(2.4) Integration of manufacturing processes for products

characterised by a high degree of complexity with emphasis

on quality, cleanliness, flexibility and cost effectiveness) and

(2.6) Design and manufacture of new construction concepts

for road, rail, waterborne and inter-modal infrastructures that

are high quality, cost effective, energy efficient, low noise,

safer, risk mitigating and low maintenance, and that promote

rapid infrastructure renewal

5

2 Making rail and maritime transport safer, more effective and

more competitive

3

2.1 Re-balancing and integrating different transport modes 2

2.1.1 Development of new inter-modal vehicle/vessel concepts

(new vessel concept to improve competitive transportation in

inland waterway systems)

1

7 It should be noted that in this and the following tables a project may be listed under more than one

category, since many projects address more than one topic.

[21]

Competitiveness

Framework Programme

Number of

research

projects


( 3.14) Development of vehicle and vessel concepts for both

passengers and freight, characterised by interoperability and

inter-connectivity, for cross-operation between different

transport routes and networks supported by advanced

mechatronics, on-board electronics, information and

communication systems,

(3.16) Development of equipment, methods and systems for

optimal accommodation, fast loading and unloading of

intermodal transport units and definition of optimal use of

storage space both in vehicles/vessels and terminals and

efficient final distribution of goods

1

2.2 Increasing road, rail and waterborne safety and avoiding

traffic congestion

1

2.2.1 Integrating assistance and decision support tools to facilitate

driving, piloting and manoeuvring

1

Global change and ecosystems 2

FP7


1 The greening of surface transport 2

1.1 Electric-hybrid power trains 1

1.2 New ship propulsion systems 1

2 Improving safety and security 1

2.1 Safety and security by design 1

3 Strengthening competitiveness 8

3.1 Competitive product development 1

3.2 Cost effective manufacturing and maintenance 1

3.3 Improved through-life asset management through application

of advanced production, retrofit and dismantling processes

1

3.4 Innovative product concepts 4

3.5 Competitive transport operations 3

3.6 The competitive ship 1

Energy

Framework Programme

Number of

research

projects

FP5


FP6




4

1.1 New technologies and concepts for all surface transport

modes (Road, Rail and Waterborne)

1

1.1.1 Propulsion based on alternative and renewable fuels 1



techniques

1


and recycling of vehicles and vessels

1

[22]

Energy

Framework Programme

Number of

research

projects

1.2.3 Design and manufacturing technologies to improve

vehicle/vessel interfaces

1


1 Integration of fuel cell systems and fuel processors for

aeronautics, waterborne and other transport applications

1

FP7



1.1 Vehicle/vessel and infrastructure technologies for optimal use

of energy

2

1.2 Energy efficiency of ships 1

1.3 Electric ship technology 1

1.4 Clean and energy efficient marine diesel power trains 1


2.1 Competitive product development 2

Environment

Framework Programme

Number of

research

projects

FP5


FP6




9

1.1 New technologies and concepts for all surface transport

modes

2


(1.4) Technologies for propulsion increasingly based on

alternative and renewable fuels in vehicles and vessels, in

particular the optimisation of engines, the development of new

components and auxiliary systems, the combination of various

types of motorizations and fuels for optimal propulsion

efficiency and cleanliness

(1.8) Technologies and related legislation for the effective, safe

and clean supply and delivery of alternative and renewable

fuels at fuel distribution points

2



techniques

1


and recycling of vessels

3

1.2.3 Design and manufacture of new construction concepts for

road, rail and inter-modal infrastructures

1



techniques used in vehicle production and infrastructure

aiming at developing clean, silent, safe and comfortable

products and services with reduced operational cost and

energy consumption. In addition, activities will support the

2

[23]

Environment

Framework Programme

Number of

research

projects

development of new product generations enabling Europe to

strengthen its competitiveness or for certain categories of

products to regain competitiveness (e.g. guided vehicles,

floating structures, RoPax and ferries, gas tankers),

(2.5) Development of strategies and processes for clean

maintenance, dismantling and recycling of vehicles and

vessels including interventions on vehicle and vessel wrecks.

Emphasis will be put on clean, cost and energy effective

processes, sub-sea robotics and autonomous systems for

maintenance and inspection, innovative dismantling and

recycling operations including the removal of oil slicks at sea,





rapid infrastructure renewal while improving productivity and

performance of the European transport system.






cost and energy consumption






on quality, cleanliness, flexibility and cost effectiveness and






2


more competitive

1

2.1 Increasing road, rail and waterborne safety and avoiding traffic

congestion

1



1


FP7



1.1 Energy efficiency of ships 3

1.2 Holistic noise and vibration abatement 1

1.3 Advanced after-treatment solutions for mitigation of emissions

from ships

1

1.2 Preventive and emergency interventions to protect marine,

coastal and land environments

3


[24]

Environment

Framework Programme

Number of

research

projects

2.1 Improved through-life asset management through application

of advanced production, retrofit and dismantling processes

1

Safety & Security

Framework Programme

Number of

research

projects

FP5


FP6




3



techniques

1


and recycling of vessels

1






cost and energy consumption,






on quality, cleanliness, flexibility and cost effectiveness and






1


more competitive

6

2.1 Re-balancing and integrating different transport modes 1

2.1.1 Safe, environmentally-friendly and efficient shipping operations 1

2.2 Increasing road, rail and waterborne safety and avoiding traffic

congestion

6

2.2.1 Accident analysis and injury analysis 1



4

2.2.3 Developing technologies to acquire and predict information on

infrastructure conditions and parameters

1

2.2.4 Designing user-friendly driver interfaces 2

2.2.5 Safe maritime operations 1


FP7


[25]

Safety & Security

Framework Programme

Number of

research

projects


1.1 The greening of transport-specific industrial processes 1

1.2 End of life strategies for vehicles/vessels and infrastructures 1


2.1 Safety and security by design 7

2.2 Crises management and rescue operations 1


3.1 Cost effective manufacturing and maintenance 1

3.2 Competitive transport operations 1

Human Factors

Framework Programme

Number of

research

projects

FP7



1.1 Human components 1

One can see that a certain continuity of the objectives and drivers for maritime

transport research exists, even if the specific topics and targets changed over time in

connection to secondary drivers as explained in section 2.2. .

This continuity concerns strengthening the competitiveness of the EU maritime

transport industry by improving ship production and operation, minimising energy

consumption, reducing the environmental impact of maritime transport, examining

human and behavioural aspects and increasing waterborne transport safety.

The analysis indicated that strong emphasis and consequently significant funding was

given to research fields such as shipbuilding and maintenance, maritime vessel

engine and environmental impact of vessel operations.

4.3 A financial analysis of the EU’s Framework

Programmes in maritime research

As regards funding, the 120 projects considered in the present analysis represent a

total budget of around € 594.9 million, out of which approximately € 344.7 million

were funded by the European Community. The number of research projects, together

with the related EC funding per Framework Programme is presented in the following

table. It should be underlined that only research projects are considered in the

following table. Additional funding was also allocated for the coordination of

research actions (coordination actions, network of excellence, etc.)

On the basis of the table, a general slight increasing trend in the funding of EU

research in the domain of maritime transport can be seen.

When estimated on an annual basis, the EU budget allocated to maritime transport

was respectively of EURO 21.25 million, EURO 25.96 million and EURO 32.48 million.

8 The annual contribution for FP7 is estimated on the basis that the 3 first calls covered 4 years (the

second call had a budget twice as high as the first call).

[26]

Table 5: Maritime projects and funding per instrument in the 5th, 6th and the first three

calls of the 7th Framework Programmes9

Number of projects FP5 FP6 FP7 Total

RTD small 49 31 30 110

RTD large (IP) N/A 6 4 10

Total 49 37 34 120

Approximate EU funding

(million €) FP5 FP6 FP7 Total

RTD small 85.0 53.2 79.4 217.6

RTD large (IP) N/A 76.6 50.5 127.1

Total 85.0 129.8 129.9 344.7

Even though, the number research projects funded under the FP6 is smaller

compared to the number of projects funded under the FP5, the level of funding has

increased, showing that larger projects have been funded under FP6. For FP7, it is too

early to draw definite conclusions. However, as mentioned, EU funding allocated to

the maritime sector is increasing. In addition, as from the 4th call, additional funds

have been allocated through the Joints calls "Ocean of Tomorrow".

Figure 3: Number of maritime projects per theme

As regards the main themes, the above figure shows that there has been a wide

interest in EU mainly on improving the competitiveness of the maritime transport

sector (38% of the total number of projects), while minimising its environmental

footprint (24%) and increasing its safety (25%). However, one should interpret these

figures rather broadly, as projects – in particular large and integrated projects – can

cover several main themes. As indicated earlier, there is often a significant overlap

between themes, especially among competitiveness, environment and energy, and

between human factors and safety and security. For the purpose of this broad

analysis only the dominant theme has been taken into consideration.

9 It should be noted that Integrated Projects (IP) in FP5 are indicated as N/A due to the fact that these

projects were introduced in FP6.

[27]

Figure 4: EU funding per theme for maritime transport research projects

in the 5th, 6th and 7th FP

As regards, funding the above figure shows that:

The energy-related projects share 16% of the total budget, but they only present

8% of the total number of projects.

On the other side, the environment-related projects have a total budget share of

12% and they present 19% of the total number of projects.

The number of research projects addressing the aspects of environment and

safety and security is quite similar throughout the three FPs, but the budget share

of the two themes varies significantly, indicating that there are at least a few

bigger projects in the field of safety and security.

Competitiveness has the largest share of projects and funding (38% of projects

and 40% of funding).

Although there is a significant overlap between the two themes, projects addressing

energy related topics tend to be larger in terms of their funding, compared to

projects addressing environment related themes. Three large Integrated Projects

under the energy theme have budgets over € 10 million.

4.4 An evaluation of the success of implementation

and industry take-up of the EU’s Framework

Programmes in maritime research

Within MARPOS some investigation has been undertaken as to how outcomes of

projects have been taken up by the industry and lead to innovation in the maritime

sector.

Ideally technological research projects would provide industry with innovative

solutions, processes and products that would enhance European competitiveness as

well as meeting the European Union‟s other policy objectives, such as increased

safety and environmental protection.

An analysis was made mainly in relation to the outcomes of FP6. The reason to

concentrate efforts on FP6 is linked to the fact that it is generally difficult to reach FP5

coordinators approximately 10 years after the end of the framework programme,

[28]

whereas for FP7 it is too early to expect an industrial implementation of the results

while most projects are still currently running.

Information on the implementation of maritime projects has been collected through

interviews with the project coordinators.

The analysis concerns 37 FP6 projects. Based on the findings of the survey and the

interviews with the project coordinators the outcomes of these projects is summarised

in the following table.

Table 6: European Union maritime projects by implementation of results

Excluding the 6 projects not completed by the time of the analysis, the results

indicate that 55% (17 out of 31) of the European Union‟s projects produced results

that were being fully or partially taken up by the industry, while 38% (14 out of 31) of

projects did not produce industry implemented results.

For 20 of all the 37 FP6 projects (54%), the results have not been fully taken up by the

maritime transport industry by the end of 2010, either because of delays in

completing the project or for reasons summarised below (as reported by the project

coordinators):

The project objectives were not met because the innovation “did not produce the

anticipated results”.

The expected results were not obtained due to “unexpected” and “unrelated”

external factors.

“More time is needed” to fully test the innovation solution technology.

Obtaining approval for new industrial processes requires a “very lengthy approval

time period”.

There is “a lack of the required infrastructure” to make the implementation of the

results possible.

There are “severe unforeseen engineering difficulties” in making the innovation

applicable in real life.

One or more project partners have taken up the results of the project but are

awaiting clients which have yet to appear.

Positive commercial results are only demonstrable when a series of measures

(practices and/or innovations) are taken together as a package, not singly

however.

More funds are needed to complete the research and “they are not being made

available by the European Union” or “they cannot be borne by industry alone”.

The project results have not been adopted by the required and appropriate

regulatory bodies, such as the International Maritime Organization.

The current poor economic climate and outlook in Europe makes the

implementation of the research projects‟ results “unlikely” and “untimely”.

Outcome of FP6 project implementation Number of projects

The results have been used by industry 3 (8%)

The results have been used by industry project partners 14 (38%)

The results have not led to any implementation 14 (38%)

Project not yet completed by December 2010 6 (16%)

Total 37

[29]

5 Technology Gap Analysis in

Maritime Transport Research

The Technology Gap Analysis undertaken was based on the detailed assessment of

the analyses mentioned above. Its aims were to identify technology gaps which

require research and development in the next 5 to 10 years. This was undertaken by

industry experts.

5.1 Methodology of the Technology Gap Analysis

The Technology Gap Analysis was based on previous and ongoing EU projects from

FP5 to FP7. These were primarily projects funded under the Sustainable Surface

Transport priority. The aim of the analysis was to identify technology gaps which will

require research and development over the next 5 to 10 years.

The gap analysis was made for the five priority areas defined by MARPOS:

Competitiveness, Environment, Energy, Human Factors and Safety. Technical clusters

were defined under these priorities to reflect certain areas of technology of

relevance, and to allocated groups of projects with similar technical content, as

indicated in Table 7 below.

Many of the European projects, particularly the integrated projects, contributed to

several of the clusters. Consequently, a direct 1:1 allocation to one of the clusters or

areas was not possible. Projects were therefore considered several times if they

impacted more than one technology. The task of defining the technology gaps and

knowledge development needs was undertaken by dedicated ECMAR experts, using

the available project information, and the expertise and knowledge of the experts.

While the analysis was edited by ECMAR experts for each cluster, and the information

found to be quite complete, inadequacies cannot be excluded in certain areas, due

to lack of information.

The potential impact of technology developments was also considered, taking into

account the research drivers and targets. The specific contributions of the

technology clusters and the development needs were considered, as well as the

policy and legislation needs deemed to be important for the implementation of the

technology and knowledge.

5.2 The Results of the Technology Gap Analysis

The technology gap analysis was based on a detailed assessment of the outcomes of

previous and ongoing EU maritime transport projects funded by DG Research and

Innovation, and resulted in the identification of technology gaps which require

research and development in the next 5 to 10 years.

The Technology Gap Analysis consisted of three main elements:

A Brief summary of the technologies developed by projects in specific technical

areas (Clusters) and an assessment of their implementation, which described the

current state of technology;

A description of the technologies and knowledge that will need to be further

developed to achieve the specific targets, the development needs. In addition to

the technology and knowledge development needs, the policy and legislation

needs were also considered.

A description of the impact that the technology development will have on the

European maritime industry, the potential impact.

[30]

Table 7: Technical clusters and sub-clusters of the MARPOS priorities

MARPOS Areas Clusters / Sub-

Clusters

FP5 FP6 FP7 C

OM

PETI

TIV

EN

ESS

COM - 1 Competitive

SHIPPING

COM-1-1 Innovative ship

concepts

CREATE3S BESST,

CARGOXPRESS

ARIADNA,

ICEWIN

COM-1-2 Shipping

Operations and e-

Maritime

SAFEICE,

SEAROUTES

FLAGSHIP,

SAFETOW

NAVTRONIC,

SAFEWIN,

ULYSSES

COM-1-3 Ship Shore

interfaces and Port

Efficiency

ASAPP ONE,

INTEGRATION,

INTERMODESHIP,

TOHPIC

CREATING,

NG2SHIP, SAFE -

OFFLOAD, GOFT

COM – 2 Competitive SHIP

DESIGN

COM-2-1 Design tools for

structural reliability

DISCO, FASDHTS,

CRASHCOASTER

IMPROVE,

MARSTRUCT

TULCS

COM-2-2 Design Tool

Integration

MOBISHIP IMPROVE,

InterSHIP

EXCITING

COM – 3 Competitive SHIP

PRODUCTION

COM-3-1 Structural Materials

and Material

Combinations

BONDSHIP,

CRASHCOASTER,

DISCO, FASDHTS,

SANDWICH

CLEANMOULD,

CREATE3S, DE-

LIGHT, IMPROVE,

InterSHIP,

OFINENGINE

BESST,

CARGOXPRESS

, CO-PATCH

COM-3-2 Maritime Coatings

and coating

processes

AURORA,

CLEANFILM,

CLEANHULL, Eco-

friendly

Antifouling

Paints,

ECOPAINT,

ENZYME-

ANTIFOULING

ECODOCK BESST

COM-3-3 Production

equipment and

processes

BONDSHIP,

DOCKLASER,

DOCKWELDER,

SANDWICH,

SHIPYAG

CREATE3S, DE-

LIGHT, InterSHIP

BESST

COM-3-4 Production

organization and

chain integration

DOCKLASER CREATE3S, DE-

LIGHT, IMPROVE,

InterSHIP

COM – 4 Competitive LIFE

CYCLE SERVICES

COM-4-1 Inspection and

Maintenance

AE-WATT,

AURORA,

BONDSHIP,

CLEANHULL,

MEPEMS,

SANDWICH

DE-LIGHT,

HISMAR,

POSSEIDON,

ROTIS II

CORFAT,

MINOAS

COM-4-2 Repair, Retrofit

and Dismantling

CLEANHULL,

EFTCOR

DE-LIGHT,

ECODOCK, SHIP-

DISMANTL,

SHIPMATES

CO-PATCH,

DIVEST, ECO-

REFITEC

COM-4-3 Life Cycle

Approaches

CAS, DE-LIGHT,

SAFEDOR,

SUPERPROP

BESST, RISPECT

[31]

MARPOS Areas Clusters / Sub-

Clusters

FP5 FP6 FP7

EN

VIR

ON

MEN

T ENV – 1 Reducing GAS

EMISSIONS

ENV-1-1 Alternative fuels FCSHIPS CLEANENGINE,

MC-WAP,

METHAPU,

CARGOXPRESS

, KITVES,

POSE2IDON

ENV-1-2 After treatment of

exhaust gases

HERCULES HERCULES - B

ENV-1-3 Low Emission

Engines

LIFETIME,

SMOKERMEN

FLAGSHIP,

HERCULES

HELIOS, HYMAR

HERCULES-B

ENV-1-4 Green Ship

Operation

DSS-DC,

FLAGSHIP

BESST, HYMAR,

TARGETS,

ULYSSES

ENV – 2 OTHER EMISSIONS

from waterborne

transport

ENV-2-1 Reducing Airborne

and Underwater

Noise

NORMA,

SOUNDBOAT

EFFORTS BESST, HYMAR,

SILENV

ENV-2-2 Reduced Emissions

by Paints

ECOPAINT,

ENZYME-

ANTIFOULING

ECODOCK BESST

ENV - 3 Impact from wash

and ballast water

FLOWMART BAWAPLA

ENV - 4 Emergency

INTERVENTION

HULLMON+ DIFIS, EU-MOP,

OSH, POP&C

ARGOMARINE,

HOVERSPILL, SUSY

EN

ER

GY

ENE - 1 Optimizing

RESISTANCE and

PROPULSION

ENE-1-1 Resistance and

Drag

ECOPAINT, EFFESIS,

EFFORT, FANTASTIC,

MARNET-CFD

ECODOCK,

SMOOTH, VIRTUE

EuroVIP,

EXCITING,

TARGETS

ENE-1-2 Propulsion EROCAV, FASTPOD,

LEADING EDGE,

OPTIPOD, PODS in

SERVICE, SAFE

PROPULSOR

VIRTUE STEAMLINE,

TARGETS,

TEFLES, TRIPOD

ENE – 2 Engines and

ONBOARD ENERGY

EFFICIENCY

ENE-2-1 Engines STID, LIFETIME,

SMOKERMEN

HERCULES HELIOS,

HERCULES - B

ENE-2-2 Alternative Energy

Sources and

Energy

Management

FCSHIP MC-WAP BESST,

CARGOXPRESS,

HYMAR, KITVES,

POSE2IDON,

TARGETS

SA

FETY

& S

EC

UR

ITY

SAF - 1 DESIGN for SAFETY CRASHCOASTER,

FIRE-EXIT, HARDER,

HULLMON+,

NEREUS, OPTIPOD,

PODS in SERVICE,

ROROPROB, SAFETY

FIRST, S@S

ADOPT, CREATING,

DE-LIGHT,

HANDLING WAVES,

SAFECRAFTS,

SAFEDOR, SAFETOW

BESST, EXTREME

SEAS,

FIREPROOF,

GOALDS

SAF - 2 Safe SHIPPING

OPERATIONS

AE-WATT, EC-

DOCK SEA-AHED

FLAGSHIP,

HANDLING

WAVES, POP&C,

SAFEICE,

SAFETOW

ARIADNA,

FIREPROOF,

FLOODSTAND,

ICEWIN,

FAFEGUARD,

SAFEWIN

SAF - 3 SECURITY BESST

HU

MA

N

FA

CTO

RS

HUM - 1 DECISION SUPPORT

SYSTEMS

EC-DOCK, FIRE EXIT,

HULLMON+, SEA-

AHED, SEAROUTES

DSS-DC, FLAGSHIP,

SAFETOW

HORIZON,

SAFEGUARD

HUM - 2 Improving

Passenger

COMFORT

COMPASS SILENV

*Contributors: ECMAR members (BMT, CMT, HSVA , Lloyd’s Register, MARINTEK and Safety at Sea)

[32]

5.2.1 COM-1 Competitive shipping

5.2.1.1 COM-1-1 Innovative ship concepts

Background

The competitiveness of a ship is largely depending on its purpose, i.e. the fitness of a

specific ship to fulfil a given task in the transport chain or for the transport or

recreation of passengers. Ships are complex products the performance of which is

determined by an optimal interaction between the different systems. In addition to

the life cycle cost, additional factors such as the environmental impact and safety

become increasingly competitive factors for shipping. A number of European

projects have therefore aimed to develop entirely new ship concepts with improved

fitness for purpose and to demonstrate the potentials of a holistic approach to ship

design combining efficient ship systems and technological innovations in an optimum

way.

Technology and knowledge development needed in future

The technology gaps and knowledge development needs related to the integration

of technical innovations in new ship concepts are as follows:

Even if large-scale demonstrators cannot be funded to a large extend by FP7, the

development of radically new ship concepts and the verification of their feasibility

should be more in the focus of maritime research. Ships are complex products and

only if all innovation potentials are being applied and combined in an optimal

way a breakthrough in efficiency and environmental impact can be achieved to

meet the targets of the EU 2020 initiative. Research projects can provide “blue

prints” for future large scale demonstrator.

The technological challenge in new ship concepts is the optimum integration of

specific system solutions and technologies which need to be developed in detail

in more specialised projects. Considering the complexity and the extreme

operational conditions of ships this is a complex task which justifies dedicated

research and development.

Competitive ships needs to be designed to reflect market and customer needs.

This requires data for comparable means of transport, e.g. road transport as well

as the knowledge of future business scenarios and data of the real expenses –

including environmental cost – of transport. The work in the projects has often

revealed a lack of such data, or they were not easily accessible by the partners.

This applies in particular to data from other means of transport which is needed to

compare different transport modes.

In order to assess the life cycle cost and environmental impact of the new ship

concepts methods and legislation was used, which were originally developed for

other purposes or for other technologies. A typical problem appears when

benchmarking new ship concepts with reduced deadweight with the Energy

Efficiency Design Index (EEDI) or the Energy Efficiency Operational Index (EEOI)

recently proposed by IMO. Those indices show considerable disadvantages

against conventional designs and are thus not an appropriate measure to

compare alternative solutions. New methods for the assessment of transport

efficiency, in particular across modes, therefore needs to be developed.

To avoid the distribution of invasive species through ballast water, ships without

ballast water should be developed. Those provide an alternative to ballast water

treatment (see ENV-3), both in terms to energy efficiency and cost. It should be

noted in this context, that the principles and naval architectural foundations for

ships without ballast water are known and the development of concepts for ships

without ballast water is thus not a standalone technology development need.

However, this aspect should be considered in new ship concept in context with

other features in order to make the ballast less ship an economically and technical

[33]

feasible for operational conditions, where ships with ballast water are currently

used.

In order to integrate innovative technical solutions on system level into an

optimised ship concept, more information and tools as well as their integration are

needed. The extensive work which has been done in the research projects will

rarely be feasible under the considerable time pressure of a real shipbuilding

project. New tools and methods for knowledge management are therefore

needed.

As smaller shipyards, design offices and ship operators often lack the know-how

and resources to develop innovative ship designs, IT solutions for distributed design

in a work sharing process need to be developed and implemented.

Support needed to facilitate the application of innovative knowledge and

technologies

Public procurement aiming to demonstrate the potentials of innovative

technologies as proposed in the Innovation Union documents of the Europe 2020

initiative could, along with other incentives and financing mechanisms help to

transfer innovative concepts into reality.

Assessment methods and tools allowing demonstrating the real benefits of

innovative ship concepts need to be reflected in the development of rules and

regulations.

In order to assure a wide uptake of new ship concepts developed in research

projects, more focus should be given to knowledge transfer to the industry, in

particular to smaller companies.

Potential impact of future research

Methods and tools to assess the real impact of transport across transport modes

are needed to design products with an optimal fitness for purpose and to develop

policy mechanisms and legislations which foster modal shift in transport.

Reliable data and goal based legislation and costing schemes are needed to

allow owners and cargo forwarders a fair assessment of the life cycle impact of

transport solutions and thus improve the competitiveness of ship operators. A

proper emphasis on environmental impact and cost in legislation, regulations and

rules will foster the development of products with reduced environmental impact.

An enhanced repository of knowledge, along with knowledge management tools

and integrated design tools for distributed use in a work sharing process will

improve the capability of ship designers and shipyards (in particular smaller

enterprises) to apply innovative solutions in knowledge based process and thus

increase the competitiveness of the shipbuilding industry and reduce time to

market.

5.2.1.2 COM-1-2 Competitive ship operations and e-maritime

Background

The shipping industry has to cope with some challenging trends affecting its ability to

remain competitive in an increasingly global market and with closer regulation.

Increasing fuel prices, exacerbated by threats to the long term availability of bunkers

and in particular the availability of low sulphur distillate fuels required to comply with

increasingly stringent legislation, together with legislation which will inevitably expand

to curb CO2 emissions, and a global recession which has seen freight rates plummet

and many ships laid up, have increased the pressure on the maritime community to

seek to optimise sailing time, reduce fuel consumption, greenhouse gas emissions and

minimise maintenance cost.

[34]

Research for sustainable shipping will continue to be supported by technology and

innovation, particularly with regard to passenger and ship safety, taking the human

factor into account, security and the environment.

Solutions are being sought to improve the efficiency of the world fleet, whilst avoiding

maritime accidents, or mitigating the effect of those that occur. This is particularly the

case for the likely increase in marine transportation in the Arctic (partly as a

consequence of ice melting from global warming), where prevention, preparedness

and response will have to be adapted to Arctic conditions.


IT, Decision support and monitoring systems for onboard operations:

Decision support systems are needed to cross the boundary between alarm

prioritisation and alarm presentation during emergencies. Agreement is needed

at a systems level on how alarms should be filtered, shelved, and prioritised, and

how the newly minimised and appropriate information is best presented to avoid

confusing or tiring the user.

Development of a Vessel Traffic Service (VTS) decision support concept, for

collision avoidance. This would share information with all relevant parties to

prevent potential conflicts. Information would indicate the vessel„s planned path

and share this with VTS/other ships systems, check that planned paths/schedule

are safe and comply with all local regulations, and detect if a vessel is deviating,

or likely to deviate, from agreed path/time slot.

IMO is on course to agree the implementation plan for e-navigation by the end

of 2012, having been working on the concept since 2006. E-navigation will be an

evolutionary process but eventually it will revolutionise the way that ships are

handled and navigated compared to the practices in use today. This requires

the development of technologies and procedures for the improved integrity of

displayed information, the increased reliability of equipment, better alert systems,

and better access to up-to-date planning information and greatly eased use of

equipment with a minimal need for ship-specific familiarisation training.

There is a need to develop integrated navigation systems (INS) in compliance

with the 2007 IMO revised performance standards to deliver safe operations, free

from the dangers of undetected human error and system or sensor failure. This

should also provide the right information at the right time, filtering out everything

that is irrelevant for safe navigation. Man-machine interaction aspects of radar

and electronic chart displays should be investigated, for standardised

presentation, and to reduce risks of human error.

More efficient and sustainable operating ships:

Better (real-time) monitoring and collection of information on ships’ environmental

performance, for integration into the SafeSeaNet vessel traffic monitoring and

information system, which the European Commission envisions as the core of all

relevant maritime information tools, supporting not only maritime transport safety and

security, but also the protection of the environment from ship-source pollution.

Operation in ice and considerations for ship hull strength:

A semi-empiric approach developed to evaluate long term loads on ship navigating

in ice in various parts of the Baltic, appears to give realistic estimates for the long term

loading. However, there is a need to evaluate the long term loads by simulating ice

navigation and icebreaking process in various ice conditions and operation

situations, such as in the Arctic, during the ship‟s lifetime.

Harsh conditions and lack of infrastructure in much of the Arctic create a higher

vulnerability to emergencies than in more temperate climates. Consequently,

prevention, preparedness and response must be adapted to Arctic conditions.

Compliance with the IMO‟s "Arctic Guidelines" for passenger ships (adopted in 2008)

[35]

and with other international instruments that also govern navigation and safety

aspects of arctic navigation, e.g. SOLAS, STCW, etc., will require:

An identification of gaps regarding safety measures (construction, equipment,

operation) in the voluntary Guidelines for Ships operating in Arctic Ice that is

currently under revision.

Comparative analysis of the various ice-strengthening class capabilities and

strengths, in view of standards coordination.

Development of best practices for rescue operations in the remote and cold

Arctic regions, in particular for cruise ships.

Source: Stena Bulk

Figure 5 A crude oil carrier in a northern sea route


technologies

The EU e-Maritime initiative, which is aimed at making maritime transport safer,

more secure, more environmentally friendly and more competitive by improving

knowledge, facilitating networking and dealing with externalities, largely focuses

on supporting compliance to and enforcement of regulations and policy

implementation, by reducing the complexity and time involved in following

administrative procedures. However, in its wider sense, e-Maritime can also be

seen as a framework for integrating marine informatics into maritime

transportation to develop, for example, specific marine information services such

as e-Navigation.

A significant part of the e-navigation infrastructure programme will be to provide

the data structures and protocols that enable all data to be readily

communicable and accessible. Ensuring that the information is up-to-date and

of high integrity are other key necessities. Greater standardization in

[36]

communications protocols is essential to realising the potential of the e-Maritime

initiative and for e-navigation.

Development of uniform training standards for ice navigation, in view of the

development of training standards.


Advanced decision support systems and fully integrated navigation systems will

lead to improved safety, fewer accidents, reduced costs, and improved

traceability of errors.

E-Navigation could eventually bring about a radical change in how ships‟

navigation is performed, with the aim of minimizing the effects of human error on

safety. E-navigation could also permit a seamless integration with the pilotage

phases of the voyage, potentially enabling an automatic exchange of

information between the master and the pilot prior to boarding. Into the more

distant future, it could be that piloting, through the e-navigation structure, could

be effectively conducted from the shore and that the bridge team‟s main role is

to ensure that the ship precisely follows pilotage instructions.

Up to date predictions of ship ETA and rescheduling will prevent port congestion,

demurrage costs, and fuel costs, and this will improve efficiency and reduce

costs. With the increased sophistication of the ship/shore communications links

envisaged by e-navigation, a ship‟s planning process could become actively

integrated with those of port and coastal authorities, both during the initial

planning process and when underway. This could also benefit compliance with

mandatory reporting requirements.

Greater progress in the use of advanced information technologies for working

and doing business in the maritime transport sector, as envisaged by the EU e-

Maritime initiative, will deliver benefits in terms of competitive advantage and

sustainability for the maritime industries.

Greater use of energy-efficient means of transport such as short-sea and inland

waterways, thus contributing to the need for the European Union to reduce its

emissions by 80-95% below 1990 levels by 2050, as its contribution to drastically

reducing world greenhouse gas emissions, with the goal of limiting climate

change below 2ºC.

5.2.1.3 COM-1-3 Ship-shore interfaces and port operations

Background:

Over the last 10 years, EU research projects related to ports have focussed on three

main areas: port management and operations, infrastructures, and multi-modal

traffic in port terminals. The common objective was to help achieve higher levels of

efficiency.

More recently, research has focussed on port security and environmental issues,

including port noise and use of energy. The concept of “green ports” is also receiving

more attention, together with issues of marine environment protection, global climate

change and rising sea levels.

EU Research has provided important information for port operations on processes to

be avoided, or how they can be improved, through the application of new support

technologies, such ICT and simple data exchanges. The greening of ports, including

port noise and use of energy, is now being addressed, but more research needs to be

done with regards to: adaptation to climate change; emissions management (light,

noise and air quality e.g. cold ironing); equipment and energy efficiency; port and

container security; simplifying mooring and cargo handling for automated shore side

facilities; integrating a web based system of port networking, within the e-Maritime

framework.

[37]

EU research projects on inland waterways have focussed on creating a favourable

framework for inland waterway transport. The potential economic benefit of inland

waterways transportation is often overlooked and remains to be fully exploited.

Currently, only about 3% of goods in Europe are transported by inland waterway.

However, integrating Short Sea Shipping with inland waterways transportation would

provide many economic and environmental benefits for Europe.

Floating Liquefied Natural Gas (FLNG) systems have become a necessary

requirement for increased exploitation of LNG as an energy resource, where safety is

paramount. Further research is still needed for the safety considerations and for

design of the cargo tanks to cope with sloshing impact loads.


Improving Ship-Port efficiency:

To facilitate the closer integration of waterborne transport into the EU transport and

logistics chains and to efficiently link the Motorways of the Sea with coastal and

inland routes the following developments are needed:

new vehicle/vessel concepts capable for operation on different inland

waterways in a variety of environmental conditions (e.g. low and high water

levels) and avoid re-loading of cargo as much as possible;

improved cargo handling concepts and technologies suitable to better connect

intermodal chains;

Data interchange standards and information management systems for the entire

logistics chain.

This should help to improve transport, traffic and information management, to

enhance freight logistics, and to promote modal shift strategies in order to encourage

greater use of energy-efficient means of transport such as short-sea and inland

waterways.

Floating liquefied natural gas (FLNG) systems:

Designing for sloshing impact loads is a key concern in tank containment system

design. As the cargo tanks have increased in size along with various filling

conditions for offshore FLNG operations, the possibility of severe sloshing

becomes more likely as well as the probability of structural damage to the

containment system.

Better understanding of the critical wave conditions, using model tests and

computational fluid dynamics, can improve the design of the cargo tanks of

floating liquefied natural gas (FLNG) vessels to cope with sloshing impact loads.

Inland Navigation transportation performance:

There are new innovative transport concepts and cargo handling solutions to be

developed for Short Sea Shipping and Inland waterways transportation, to

improve logistics, efficiency, and environmental performance.


Progress towards the goal of 30% of road freight over 300 km shifting to other

modes such as rail or waterborne transport by 2030, and more than 50% by 2050,

which should be facilitated by efficient and green freight corridors [Roadmap to

a Single European Transport Area – Towards a competitive and resource efficient

transport system, European Commission White Paper, COM(2011) 144 final,

Brussels, 28.3.2011]

Improved safety of Floating Liquefied Natural Gas (FLNG) systems as a necessary

requirement for increased exploitation of LNG as an energy resource

Short Sea Shipping and Inland waterways transportation is sustainable and

environmentally friendly; it helps to reduces road congestion, rebalances

[38]

transport modes, and supports the Motorways of the Sea and the Trans-European

Inland Waterway Network. Contributes directly to the implementation of EC

transport policy, which requires the improvement of logistics efficiency, as well as

environmental and safety performance of inland waterway transport.

5.2.2 COM-2 Competitive ship design

5.2.2.1 COM-2-1 Design tools for structural reliability

Background

Ship designs are primarily based on rules and regulations published by IMO and Class

Societies complemented with national and international standards. Some of these

rules, regulations and standards are based on stress criteria and/or limit states based

on extensive research work and experiences and but most are deterministic in nature.

With the marine industry moving towards a goal based standards approach, there is

an urgent needs to conduct research to develop tools for design and analysis based

on a reliability approach, in particular tools and methodologies for load risk

quantification and structural modelling based on a reliability approach. This

approach will allow innovation in design, construction and operation of ships

operating in normal and abnormal conditions. It will allow design optimisation, and

thereby making the best use of materials and clear and demonstrable safety level

that is acceptable.

There is also a need to create a database and benchmark cases for standard testing

developed methodologies. A world-wide calibration exercise to establish the safety

level required will also benefit the industry.


Tools and design solutions for optimised components and modules using

structural reliability;

Innovative design tools need to be tested in integrated design studies to reflect

the inter-dependencies of various ship systems;

Improved simulation techniques for all aspects of ship design need to be further

developed using first principle or statistical models. Those tools need to cover all

aspects of ship operation (including cost, safety and environmental impact) on

and allow optimization of the ship in a holistic way.

To allow the cost and time efficient use of sophisticated simulation techniques,

the use of super computers and computer GRIDS needs to be fostered. This

requires the development of specific software tools, interfaces as well as

procedures for the protection of IPR;

The quantification of loads and risks in ice infested areas and other extreme

operational conditions remains a challenge, which could be overcome by an

improved feedback of operational data into the design process;

The development of methods, tools and business models for distributed design

should be fostered to allow smaller companies a more efficient access to

available knowledge.


technologies

Worldwide calibrations exercise to establish bench marks and existing

performance standards and safety margins;

Standardization of tools and methodologies for structural reliability assessment

needs to be reflected in international rules and legislation;

[39]


Lighter materials help to increase the payload to weight ratio and thus to energy

consumption and related emissions. Experiences show that 1 tonne of weight

reduction can lead approximately to 1 tonnes of fuel savings per year,

corresponding to 3 tonnes of CO2 reduction.

Use of smart materials can potentially be used to develop solutions which

improve the adaptability of ships to varying operational conditions and thus

further reduce fuel consumption.

Enhance confidence in ship safety and performance.

Establishment of world-wide standards for structural reliability analysis to ensure

quality o22f design and build optimization.

Enable ships to operate outside normal environment and conditions.

Enable ships to be better designed and operated in ice infested areas.

Enable ships to be better designed and operated in abnormal conditions.

5.2.2.2. COM-2-2 Design tool integration

Background

Customer requirements, an increased focus on Life Cycle Performance as well as new

safety and environmental regulations make the design process of complex one-off-a-

kind ships an increasingly complex and challenging task. Decisions have to be made

in extremely short periods of time, involving knowledge and results from a variety of

tools and actors, not only in the design offices but from a large variety of experts,

such as ship owners, classification societies and other approving bodies, specific

experts and consultants as well as from production and along the life cycle chain.

The increased implementation of goal based standards require risk assessment, first

principle design and simulation tools, the results of which need to be integrated

towards an optimised product.

Knowledge management and the integration of design tools as well as through life

product data management (PDM) are therefore a continuous focus of research and

development.

The developments described in this cluster have a close interface to clusters COM-3-4

Production Organization and Supply Chain Integration, Cluster COM-4-3 Life Cycle

Assessment Tools and Services as well as Cluster ENE-1 Optimizing Resistance and

Propulsion and SAF-1 Design for Safety. The more generic aspects of Design Tool

Integration are discussed in this Cluster.


The integration of design tools in large shipyards has reached a rather

sophisticated level although further development is needed to integrate new

tools and functionalities which are needed to cope with new regulations, new

technology options, and the integration of technical design with production

planning tools and the increased focus on life cycle performance. This will be

further discussed in COM-4-3.

Along with the development of new life cycle services as well as with the

improved integration of the actors of the life cycle chain, through life product

data management becomes a focus of research. In this context tool integration

as well as data security and IPR protection become an increasing concern, see

also COM-4-3.

The application and integration of first principle and risk based tools as well as

optimization algorithms in small shipyards lacks considerably behind the state of

technology in larger yards. This is mainly due to the largely work sharing process

between specialised designers, service providers and suppliers and the limited

[40]

capabilities and skills in smaller yards. To overcome this situation, distributed

design platforms are required, which support the cooperation in a decentralised

ship design process. Cloud and GRID computing techniques can support this

development, however process flows, data interfaces, data security and access

rights need to be further developed.


The integration of design tools is a basic requirement for improved design quality

and thus product performance, reduced lead time and reduced time to market

for innovations. Design tool integration is thus a key to the competitiveness of

modern shipyards, both for traditional and new product segments.

Integrated through life data management is a prerequisite for improving the

environmental, safety and operational performance of the product, for the

development of new life cycle services and a through life asset management.

The development of distributed design platforms will help the larger, but

particularly the smaller shipyards, suppliers and service providers to apply

sophisticated first principle, risk based and simulation tools and methods and thus

to exploit the knowledge which is the key for future competitiveness and

sustainable jobs.

5.2.3 COM-3 Competitive ship production

5.2.3.1 COM-3-1 Structural materials and material combinations

Background

Ship structures largely influence the payload to weight ratio of ships and thus their

efficiency and fuel consumption per transport unit. Moreover, they are important for

the ship safety (in terms of structural reliability and e.g. fire safety). A number of

European projects as well as national projects and private research have looked into

optimised structural materials and solutions. With the increasing need to optimise life

cycle performance new structural materials and material mixtures will find an

increasingly wide application in ships.

The analysis will focus on European projects, which investigate and develop materials

for the specific operational and production conditions in the maritime sector. Those

are complemented by more generic developments in other priorities, like NMP as well

as by national and private research.

Source: ECMAR

Figure 6 Laser3 - welding of metallic lightweight sandwich panels

[41]


The following technology gaps are based on the analysis of EU projects:

New metallic materials still bear a significant unused potential for the European

maritime sector. Due to the close connection between shipyards and steel

producers in many Asian countries development and applications of new steels,

such as ultra-high strength steels, fatigue crack arresting steels (for better strength

properties), fire resistant steels, anti-corrosive steels as well as low temperature

transition filler materials (to reduce welding distortions) have been fostered and

do not currently find sufficient attraction in Europe. Research is needed includes

the development of new steels for maritime applications, the definition of their

behaviour related to fire, corrosion and extreme loads (by calculation and

testing), testing of the long term behaviour of new steels as well as the

development of suitable processing, joining and coating techniques. Research

should aim to elaborate suitable design guidelines as well as to verify

performance data needed in design.

Joining, assembly, outfitting and repair techniques need to be further developed

specifically with focus on new structural components using thin metallic or none

metallic materials to make them more cost efficient. Those developments need

to consider the specific maritime production (extremely large structures) and

operational (harsh marine environments, safety) conditions. Along with the

techniques, process re-engineering as well as a modular design needs to be

considered in order to allow specialization, work sharing and economy of scale

along the process chain.

In particular for none metallic materials and material combinations, materials

with improved properties and a reduced environmental footprint need to be

developed. This includes the development and qualification of composites from

renewable resources.

Adoptable and intelligent materials and structures, which could adopt to

changing operational conditions and feature self-healing effects bear a

immense potential, but are in its maternity in all sectors and in particular in the

maritime industries.

Methods and tools for an improved life cycle performance assessment need to

be further developed and filled with reliable data to allow the selection of the

most suitable, efficient and environmentally friendly material for a given purpose.

Strategies and technologies for dismantling, recycling and re-use of materials

and components need to be developed in view of new legislation for end-of-life

and the shortage of resources. Modular design is a key to solve those challenges

as well as to decrease production cost.

Emerging maritime sectors, such as the offshore renewable energy sector,

require specific materials suitable for the extreme environmental conditions to

replace the current exclusive use of steel for structural purposes.


Lighter materials help to increase the payload to weight ratio and thus to reduce

energy consumption and related emissions. Experiences show that 1to of weight

reduction can lead to approximately 1 tonne of fuel savings per year,

corresponding to 3 tonnes of CO2 reduction;

Intelligent and adaptable materials can potentially be used to develop solutions

which improve the adaptability of ships to varying operational conditions and

thus further reduce fuel consumption;

New materials and combinations help to increase the life time of maritime

products and thus to reduce maintenance and repair cost;

[42]

New materials often show better resistance to extreme environmental conditions

(loads, corrosion etc) and thus can improve safety and reliability of ships and

offshore structures;

Recyclable and re-useable materials and components can significantly reduce

the overall environmental footprint of shipbuilding and offshore materials;

Innovative materials with improved damping properties can reduce noise

emissions into air and water

New materials can facilitate the development of entirely new product

generations, e.g. in the field of offshore structures – having an impact on the

competitiveness of the entire life cycle chain.

5.2.3.2 COM-3-2 Coating and coating processes

Background

Marine coatings can have a variety of functions, such as corrosion protection, anti-

fouling, resistance / drag reduction and “cosmetics” (improving the optical

appearance). Underwater coatings and coating operations have a considerable

impact on the environment (through emissions into sediments, air and water). New

environmental regulations, performance standards (such as IMO Performance

Standards for Protective Coatings – PSPC, Ballast Water Management Treaty, REACH

etc.) and health and safety regulations have raised the need for the development of

new coating techniques. EU research covers only a marginal part of those

developments. European companies still dominate the market.


The following technology gaps have been found based on the analysis of previous EU

projects in the table above:

Development, testing and qualification of new paints and alternatives to paints

continues to be an area requiring further research, in particular to find optimal

solutions for the multiple effects of coatings. Self healing coatings and a wider

application of bionic approaches should be in the focus of future research. The

real effect of emissions on marine life is yet widely unknown.

Coating processes in shipyards, in particular in smaller repair and retrofitting yards

need to be further optimised to increase their efficiency and quality, to reduce

emissions (e.g. from overspray) and to improve health, safety and environmental

conditions. Secondary corrosion treatment and coating during the life time

should be more in the focus of research.

The physical phenomena of corrosion protection and its main impact factors

(e.g. surface and edge preparation, chemistry of paints, application process) is

not yet fully known as research on different level has shown. This applies in

particular when new paints are concerned. In addition, the dependencies of the

amount and nature of anti-fouling mechanisms from surface parameters such as

surface energy, homogeneity, elasticity, availability of nutrients and topography

is currently not understood well enough and requires future research and the

development of corresponding regulations and standards.

Accelerated test procedures as well as inspection methods for coatings have to

be further developed and correlated to the real life behaviour. This has to lead to

improved, goal based standards and regulations.


Underwater coatings have a significant effect on drag and fuel consumption, as

well as on the environment (emissions of compounds into the water).

Coating processes are a key impact on production cost and lead time in

particular in repair and retrofitting. Moreover, coating processes are often critical

in terms of occupational health and safety.

[43]

In particular for passenger ships, cruise ships and yachts the quality of coating is

essential for the competitiveness of the shipyard and the ship.

The better understanding of corrosion and antifouling mechanisms will lead to

the development of new coating procedures and standards with a reduced

impact on environment, longer life time and higher efficiency.

5.2.3.3 COM-3-3 Production techniques and equipment

Background

European shipyards faced an increasingly tough competition from newly emerging

shipbuilding nations as well as from traditional competitors like Korea and Japan.

While European ship operators still own a significant part of the world fleet, few orders

for cargo vessels have been placed in Europe. However, in more complex ships, such

as passenger ships, ferries and cruise vessels European shipbuilders managed to

maintain the leading market position. New markets emerged in relation to the

increased exploitation of offshore energies and resources.

The success in the market of complex ships has not least been achieved through a

drastic improvement in production technologies in the leading yards, leading to cost

reduction, reduced lead time and improved quality. Improvements in design and

production have lead to a significant decrease of time to market of innovation,

which are often made possible by new production techniques. While thus the

production environment in leading European yards has changed significantly, most of

the innovation did not reach the smaller yards, e.g. in the repair sector. European

projects have contributed significantly, but not dominating to the progress achieved.


The further development of low heat input, efficient and low cost welding

techniques using simple and adaptive equipment (see below) remains in the

focus of research especially for smaller yards. Focus should be on the

development of techniques between laser welding (extremely low heat input,

but high investment cost) and conventional submerged arc and GMA

techniques (low investment cost but high heat input and low productivity), such

as plasma welding, as well as specific welding techniques for the block and

dock assembly.

With the increased use of none-metallic materials, adhesive bonding and

mechanical joining techniques need to be further developed and approved.

Focus should be on outfitting operations as well as on the transfer of technologies

towards smaller shipyards.

More effort need to be put in the further mechanization and automation of

assembly and outfitting processes of extremely large structures as well as in the

installation and repair of offshore structures. This requires the development and

qualification of suitable equipment as well as the development of measurement

technologies and holistic concepts for shrinkage management.

More than any other industry European shipbuilding is characterised by small

series and customer made products, which limits the applicability and economic

feasibility of standard offline programmed equipment available on the market.

This calls for the development of specific equipment which is flexible and easily

adaptable to varying processing tasks and geometries, intelligent to avoid

extensive programming and cost efficient specifically to foster application in

smaller yards. Developments should cover the entire range from simplified

automation to complex robot solutions.

To increase the degree of mechanization and automation in labour intensive

outfitting, new holistic strategies and solutions need to be developed considering

modular Design for Production, new process chains and business concepts for

improved specialization and pre-outfitting along the production chain.

[44]

Total quality management needs to be further developed in European shipyards,

including subcontractors and suppliers. This includes a wider application of 3D

measurement equipment suitable for extremely large and difficult to access

structures under harsh shipbuilding environments. In addition to measurement

technologies, more efficient methods for data analysis, interpretation and

integration into Quality Assurance systems are needed.

While statistical methods for quality assurance is widely used in series production

the lack of reliable data due to one-of-a-kind products as well as the complexity

of processes limit their application in shipbuilding. Research is needed to adopt

available methods to shipbuilding processes and to generate a sufficient data

base by simulation, data from process development and approximations based

on experiences. Concepts for an optimal combination of sensors and measuring

devices and statistical process models need to be developed and validated.


Production costs are a major impact factor on competitiveness. In view of

comparatively high labour cost in Europe, productivity needs to be improved by

better organization and improved production techniques. The increased industry

productivity is the basis for continued growth, a sustainable economy and jobs.

European shipbuilders focus on highly complex products with a large number of

components and a high degree of outfitting. A further mechanization and

automation of joining and outfitting processes bears a significant potential for

productivity and production cost.

Small companies are of uttermost importance for the European maritime sector.

The level of mechanization and automation in those companies, in particular in

ship repair, retrofitting and dismantling (se also Cluster COM-4) must be increased

through low cost and flexible equipment.

Production lead time is a crucial competitive factor and decisive for the time to

market for innovation.

Under extreme operational conditions, production quality is a significant impact

factor on the life cycle performance, safety and energy efficiency of maritime

products.

Production (manufacturing, installation) as well as maintenance, repair,

retrofitting and dismantling processes of devices for offshore energy and

resource exploitation need to be further developed, to make oceanic energy

and resources competitive in the future.

In view of an ageing population and limited qualified work force, health, safety

and environmental friendliness (including energy efficiency) of shipbuilding as

well as life cycle processes need to be further improved. Using advanced

knowledge can help to make the industry more attractive.

5.2.3.4 COM-3-4 Production organisation

Background

In addition to production techniques and equipment (see Cluster COM-3-2)

production organization is a crucial impact factor on production cost, lead time and

thus competitiveness. In view of a highly integrated and work sharing process chain in

European shipbuilding, where about 60-80% of the value of a ship (including material

cost) can be contributed by subcontractors and suppliers the integration of this value

chain needs to be in the focus of research and development. Shipyards have a

central role in this chain, as integrators and organizers of the individual actors having

the final product in mind.

[45]

Although production organization, supply chain integration and knowledge

management often bear an even higher potential than improved production

equipment with often lower investment cost, few research has been done in this area

on European level. Nonetheless, the process chains connected to leading European

yards for highly complex ships have drastically improved during the last decade and

more research is needed in particular to integrate smaller yards (see also Cluster

COM-4-4).


Further development for advanced planning methods for shipyards, logistic and

process chains. Available solutions should be extended to the entire process

chain, potentially stretching into the entire life cycle (see Cluster COM-4). The

generation of data for an early resource planning and scheduling as well as

central planning solutions as a service to smaller yards should be in the focus of

the development. A continuous feedback from real life to planning is another

issue which requires further research and development, mobile devices for data

collection are important in this context.

Systematic methods, approaches and tools are needed to explore productivity

potentials in the entire project chain and within smaller yards and to support

business process re-engineering. This is particularly important as new maritime

products as well as new materials and more complex outfitting requires the

involvement of new partners in the value chain.

Space management as well as outfitting processes are traditional bottle necks in

many yards, which require specific tools for new building, repair, retrofitting and

dismantling (see cluster COM-4).

The integration of software tools for facility planning, strategic and short term

resource planning and scheduling, on-site production management as well as

life cycle processes needs to be further improved, accompanied by a proper

technology transfer to suppliers and smaller yards. The integration between

quality assurance and process planning, as well as between logistics in the

building and retrofitting process and during ship operation, also needs to be

addressed.

The application of discrete event simulation in steel production and outfitting is

quite advanced and has lead to the development of a dedicated toolset. This

toolset needs to be extended towards the entire supply chain and to repair and

retrofit. Solutions need to be found to allow the extended use of simulation tools

by smaller shipyards, without specific simulation skills.

Compared to traditional ship production organisation forms like fixed-site

production, flow oriented approaches provide benefits in terms of work

organisation, lead time reduction and planning reliability. However, the

application of flow production principles is nowadays usually limited to the

prefabrication of structural members (panel lines etc.). Research is needed to

make production principles (e. g. lean production, just in time, just in sequence)

applicable for small series production of large structures that are already

established for mass production of comparably small products.

The extended use of Virtual Reality methods both for ship design and production

considering process flows as well as logistics and ergonomics is an important

research area for the future.


Improved production organization as well as dedicated tools bears a significant

potential in shipyards as well as along the entire process chain with

comparatively low investment costs. This will lead to reduced production cost

and lead time as well as to improved work sharing and specialization.

[46]

Production organization and planning can also contribute significantly to

resource efficiency in production and logistics, the reduction of packaging

waste and improved quality of the product.

In addition, shipyard and supply chain logistics are essential for the health and

safety conditions in yards, reducing for example the risks of accidents and fire

during the final assembly of the ship.

Security measures which are required for the production of cruise and passenger

vessels require an adequate organization of production and logistics as well as

corresponding documentation.

5.2.4 COM-4 Competitive life cycle services

5.2.4.1 COM-4-1 Inspection and maintenance

Background

In view of an increased cost pressure on ship operators, increased awareness and

legislation on the environmental impact of ships as well as to response to latest

regulations on ship safety, the inspection of ship systems, their predictive

maintenance as well as repair and retrofitting technologies become increasingly

important. This chapter of the Technology Gap Analysis covers EU projects on

inspection and condition monitoring of engines, structures and paints as well as on

repair and retrofitting.

As many of the results of those projects can be used for a variety of purposes, this

section is closely interrelated to clusters COM-3-1 (on coating processes in ship repair),

ENV-4 (robot solutions for multiple use such as inspection, maintenance and

emergency response), COM-4-3 (dismantling processes) and COM-4-4 (life cycle

performance assessment and decision support tools). A clear allocation of projects to

one of those clusters is often not possible.


Monitoring and diagnosis systems for ship equipment, for structural integrity and

for corrosion are important for life cycle performance, safety and environmental

impact. New sensor systems need to be applied and integrated with other

systems to improve predictive and risk based maintenance throughout the life of

a ship. Ship – shore data interfaces are crucial, shipyards and equipment

suppliers need to work closer with operators to provide better maintenance

solutions.

Various developments for autonomous robots and remotely operated vehicles

for inspection and maintenance in shipbuilding, repair and operation as well as

in offshore and marine surveillance need to be harmonised (potential topic for

marine-maritime integration). A modular platform system can increase flexibility

and economy of scale.

Based on the information from condition monitoring systems holistic concepts

and solutions for holistic and predictive maintenance for all systems as well as the

ship as a platform need to be developed to overcome fragmented solutions for

individual systems. This will significantly reduce down time and operational cost,

European shipyards can be the integrator for those solutions. A harmonization of

inspection and maintenance with the operational schedule of the ships can

further reduce cost.

Based on the wide use of sensors and condition monitoring systems decision

support systems for ship operators, feedback to ship design need to be

developed. See also Cluster COM-4-3 Life Cycle Integration.

In connection with the development of new materials and multi-material

structures new techniques for inspection, monitoring and maintenance as well as

repair need to be developed.

[47]


technologies

Environmental and safety regulations are being continuously developed,

monitoring and maintenance solutions need to be adapted to meet new

legislator requirements. On the other hand goal based standards need to be

further developed based on a scientific understanding of the physical

phenomena influencing the goals while being open for innovative technical

solutions which meet the goals.


Improved monitoring, inspection and maintenance systems will help to decrease

the maintenance cost, reduce down time for extensive repair, increase the life

time of the ship and its systems.

In addition, those systems will increase safety as an integral part of safety

concepts for the entire life time.

Feedback of monitoring systems to ship design will improve the quality of ship

designs and reduce time to market of innovations, as operational problems can

be easier detected and adjusted.

Not the least, monitoring and predictive maintenance will improve the efficiency

of ship systems, improve energy efficiency through optimised operation and thus

reduce emissions and environmental impact.

5.2.4.2 COM-4-2 Repair, retrofitting and dismantling

Background

Retrofitting is traditionally a major cost factor for customer oriented ships, like

passenger ships, cruise ships, ferries and other complex ships reaching the same order

of magnitude as the new building cost. According to studies by CESA and DNV, the

efficiency of existing ships can be improved by 20 to 30% by retrofitting with available

“green technologies”. However, the high cost and the downtime related to

retrofitting and repair is often an obstacle for a wider application of green

technologies. Increased safety standards are another reason for repair and related

down time.

With about 40% of the world fleet operating in European waters and a large

infrastructure of repair and retrofitting yards Europe can contribute significantly to

improve the environmentally friendliness and safety of shipping.

In comparison to leading new building yards, the level of technology in repair and

retrofitting yards is comparatively low. This cannot be overcome by just putting

available technologies into those yards, but the specific conditions of those yards as

well as the character of repair and retrofitting processes (information often available

only at short notice, necessary work operations often become clear only after

inspection of the ship), technologies need to be adopted to the specific conditions in

repair and retrofitting, to make them robust and cost efficient.

Dismantling of ships has for a long time not considered to be a business sector for

European yards due to the high labour cost. Ships have been almost exclusively

dismantled in low cost countries under poor environmental and working conditions.

However, increasing environmental concerns, new regulations and the shortage of

resources have changed the scene and concepts for efficient and environmentally

friendly efficient dismantling; recycling and re-use need to be developed.

This chapter has a close interrelation to Cluster COM-4-3 Life Cycle Services as well as

COM-4-1 Inspection and Maintenance.

[48]


Planning processes and tools for repair, retrofitting and dismantling processes

need to be drastically improved. Experiences from the new building sector need

to be adapted to the specific needs of repair and dismantling yards and the

data base for planning needs to be significantly improved.

Reverse engineering – using experiences in block production, pre-outfitting and

modularization of new building yards and turning them “upside down” – could

allow for a significantly better process organization, allowing using more

sophisticated and environmentally friendly processes and a shorter lead time

through parallel processes.

The exploitation of modern measurement technologies as well as the use of

product data models (PDM) from new building could significantly improve

process planning as well as the identification of critical or valuable materials in

the repair and dismantling processes. Through life data management would

allow to receive all relevant information on the ship in much shorter time.

New concepts and techniques need to be developed for Design for Retrofitting,

Design for easy Maintenance and Design for Recycling and Re-use. Appropriate

design can impact the ship repair, conversion and dismantling sector even more

significantly, than improved processes. This however requires a consistent design

for life cycle as well as Life cycle Performance Assessment tools (see also COM-4-

3).

The over lamination of joints with composite layers as well the repair of aged

structures with this technology is highly promising, as several projects have shown.

However, technologies, equipment and application guidelines need to be

developed and the process needs to be approved to be applicable in

shipyards, including new building and repair, considering difficult accessibility

(e.g. overhead position of joints) and harsh environmental conditions.


technologies

The exchange of experiences, knowledge and technologies between new

building and repair yards is essential to achieve proper quality, efficiency and

working conditions and reduce environmental impact of repair and dismantling.

This however requires new business models and measures for IPR protection.

The development and implementation of scientific sound goal based worldwide

legislation for ship repair and recycling is essential to force the application of

green technologies in ship repair and dismantling and make European shipyards

competitive.

Technology and knowledge transfer towards smaller shipyards dominating the

maintenance, repair, conversion and dismantling sector is a key for

competitiveness and environmentally friendliness, considering the significant

technology gap to ship new building. However new mechanisms and instruments

are required in addition to the mere development of data bases, as any

technology and knowledge needs to be adapted to the specific needs,

products and environmental conditions of the smaller actors along the life cycle

chain.


Improved planning processes, business process re-engineering and reverse

engineering will help to improve efficiency, reduce lead time and facilitate

improved environmental and working conditions in repair, retrofitting and

dismantling.

Improved retrofitting processes will foster the application of green technologies in

existing ships, improve their safety and will help to reduce resistance and fouling.

This helps to improve the energy efficiency, reduce related emissions, increase

safety and reduce fatalities and environmental pollution through marine

accidents.

[49]

Technology transfer and the application of improved production techniques in

repair, conversion and dismantling yards will improve their knowledge base and

helps to maintain sustainable and attractive jobs. Moreover, the ability of repair

and retrofitting yards to handle new materials and other technological

innovations in a ship is a pre-condition for their application and therefore for

product innovation as such.

5.2.4.3 COM-4-3 Life cycle approaches

Background

Traditionally ships were designed according to customer specifications and rigid

regulations. Ship designers, shipyards and equipment suppliers often had limited

insight into later life cycle phases of the ship and in particular for cargo ships the new

building price was often the decisive criterion for the selection of the shipyard.

With increased cost pressure to transport providers, new rules and regulations on

environment and safety both for operation and dismantling, the increased use of

goal based standards and first principle design tools this situation has changed

significantly during the last five years. Policy legislation and public awareness on the

environment as well as increased fuel prices and the shortage of resources will make

sure, that life cycle performance will continue to be a measure for the

competitiveness of all actors along the chain for the future.

While in the past the term “life cycle services” was almost exclusively used for the

service of equipment, this term is now used in a much more complex sense.

Optimised life cycle performance requires now the consideration of the specific

operational conditions, repair and retrofit as well as dismantling in design, optimised

operational regimes with all its aspects as well as the development of joint life cycle

services between actors in the chain, which will allow using information and

knowledge consistently throughout the life time.

While specific life cycle aspects will be considered in different clusters of this analysis,

this chapter will focus on life cycle data management as well as life cycle

performance assessment methods and tools.


Product Life Cycle (PLC) management and a consistent through life Product

Data Management (PDM) is an extremely complex problem in the maritime

sector, considering the complexity of the product and the variety of actors along

the life cycle chain. While solutions for specific parts of the life cycle are

available, holistic solutions are still missing.

The consistent use of information, data and knowledge along the entire life cycle

can drastically increase production performance and the competitiveness of all

actors along the chain. However, problems related to liability, IPR protection and

data security are still a challenge as well as the complexity of the data. This

cannot be overcome merely by technical solutions, but requires new business

models and joint life cycle services to better integrate the actors in different life

cycle phases.

Life Cycle Performance, including costs, environmental impact, safety and

security as well as human factors, is the key for competitiveness of all maritime

actors. However, a better understanding and modelling of life cycle processes as

a consistent management and collection of reliable life cycle data are key

challenges to develop comprehensive life cycle assessment tools.


technologies

[50]

Dedicated rules and legislation, which are developed on a scientific basis and

considering the entire life cycle impact will foster the implementation of

innovative technologies and make them competitive. Experiences from the past

have shown that regulations based on political legislation often lead to

unexpected effects. More efforts should be put on research for regulation

involving both science and industry to ensure the practical applicability and

uptake by the market.

While the business scenarios for maritime transport and cruise are well established

and need to be developed towards a more integrated approach, business

scenarios for emerging markets such as offshore renewable energies as well as

the role of actors and service providers in this area need to be established.

Research can help to develop business scenarios which make the most efficient

use of the knowledge and competences of all stake holders.


The increased implementation of life cycle approaches and services will help to

overcome the fragmentation of the European maritime industry particularly

between different phases in the life cycle of the product. This will increase the

competitiveness of all maritime stake holders.

Life cycle approaches are essential both for cost efficiency and to implement

environmental and safety targets set by policy.

Europe‟s key to competitiveness is knowledge. It is therefore of utmost

importance for Europe to develop a better knowledge and understanding of life

cycle processes, including the impact of maritime operations on global climate

and other challenges. Only this will secure sustainable jobs and public welfare for

the future.

5.2.5 ENV-1 Reducing emissions

5.2.5.1 ENV-1-1 Alternative fuels

Background

Each tonne of fuel burned results in about 3.2 tonnes of CO2 emissions, and shipping

accounts for 3.3% of global CO2 emissions10

. Stronger environmental regulations for

reduction of air emissions from ships, higher oil prices, speculation about energy

scarcity, and higher need for energy efficiency are all incentives for the maritime

industry to explore low carbon fuels as alternatives to fossil oils. While potential

renewable energies, like solar, wind and waves, are being experimented, LNG is

already replacing diesel especially for short sea shipping, and supply vessels and

ferries are also candidates for hybrid electric power systems.


Technologies for dealing with LNG-related challenges like onboard storage,

logistics and bunkering system, and the machinery system are further needed,

although this may soon be available from other projects. Full-scale

demonstrations of entire LNG logistics chains (covering distribution and use) are

necessary.

The fuel cell technology for ship is still unproven, and many challenges remain

related to the integration of the system onboard ship as well as to the production

of the fuel cell system, the power plant and its dimensions, and the logistics

related to the installation of the fuel cell on the ship. Fuel cells represent

10

IMO Second GHG Study, percentage for 2007.

[51]

potential, but challenges related to the energy production (cost and logistics)

remain.

Although biodiesel fuels are believed to be suitable for replacing residual fuels,

biofuels in general are not considered a viable solution for ships, mostly due to

cost issues, availability of this fuel type, lacking distribution system, as well as fuel

instability, corrosion, microbial growth to name a few.

Technologies for facilitating the use of renewable energies (wind, solar, wave)

should be further studied in order to develop cost efficient and easy to install

systems.

Fully electric ships are dependent on much more efficient storage systems.


Low carbon fuels can contribute to CO2 emission reduction of 5% to 15% per

tonne-mile.

LNG represent a very promising alternative reducing drastically emissions of NOx

(-80-90%), SOx (-100%), PM (-99%) and CO2 (-26%). However, emission of

unburned methane (more harmful than CO2) is a challenge.

Fuel cells, converting different fuels (e.g. hydrogen methanol, LNG, LPG) to

electricity, have a higher efficiency than diesel electric engines, and seen as

possible energy source particularly for auxiliary engines.

Hydrogen could provide the basis for a zero emission ship of the future, provided

that sufficient solutions are available for the storage onboard as well as a land

based hydrogen production and distribution network exists.

Wind energy exploited with kites can give savings in fuel of 5-20% for cargo

vessels depending on the wind condition. Similarly solar energy can provide

around 7% of the ship‟s energy need. However, these solutions are the most

costly to develop.

Biofuels are more bio-degradable and would results in less environmental

damages in case of spill into the ocean. Thus, research in this area will also

reduce problems with oil spills.

5.2.5.2 ENV-1-2 After treatment of exhaust gases

Background

The exhaust emissions from marine engines contain a large amount of harmful gases.

Although the after-treatment of exhaust gases from engines may not contribute to

reducing CO2 emission, it is an option for reducing the emissions of NOx, SOx and

Particulates. Research is focused on adapting treatment methods to large marine

engines in order to reduce cost of development and maintenance.

Technically it is possible to also extract CO2 and

bind this chemically or store it as a cooled down

and pressurised liquid or solid, but this is not

generally a feasible solution as the resulting volume

and weight of raw material for bindings and

residuals cannot efficiently be stored onboard.

Technology and knowledge development needed

in future

In general, heat recovery and exhaust gas

cleaning systems still need further research.

Despite of the work done in previous projects,

the understanding and modelling of the spray,

mixing and combustion process in the engine,

Source: ECMAR

Figure 7 Ship‟s Emissions

[52]

including validated soot formation models needs to be further improved.

SCR (selective catalytic reduction) transforming NOx to N2 and water is today

the most effective solution, but at a high cost. Besides, exhaust temperature,

ammonia emissions, maintenance, and energy use are important challenges for

SCR.

Other exhaust after-treatment technologies like particulate traps, oxidation

catalysts or exhaust gas recirculation are hardly applicable for large diesel

engines, mostly due to high maintenance requirements.

Without switching fuel, an effective technology for reducing SOx and PM

emissions is seawater scrubbing (for ships in open water). Further studies are

necessary to extend the application of seawater scrubbing.

Deeper understanding of the particulate emissions behaviour of heavy fuel

engines, increased knowledge on scrubbers for SOx and particulate removal is

needed. Improved engine integration and optimization of SCR systems towards

large scale application.

Increased knowledge and design criteria regarding engine performance and

impact on emissions by use of EGR/CGR (The high pressure EGR and CGR might

be easier to implement in the marine sector due to higher integration in the

engine and less cost, compared to NOx reduction by other available after-

treatment technologies.)

Large 4-stroke diesel engines with exhaust gas temperatures above 360°C

without excessive thermal load of engine components, allowing HFO with

typically 3% sulphur content (worldwide mean value for bunker fuels) to be used

with SCR.


Seawater scrubbing can be applied to current vessels and can reduce SOx up to

95%, PM up to 70%. Effects on environment are expected to be low, but may

need investigation.

EGR can reduce up to 50% of NOx emissions; SCR can reduce NOx emissions by

85-95% (stationary motors).

Future research will result in ultra-low emissions engines which will strongly improve

the competitiveness of the carrier ship.

Future research effort is the only means to maintain ship engine technology in

Europe, an area with a strong European domination, but threatened by market

players in Asia. The area is of strategic importance, it includes employment and it

results in many spin-offs due to the complex technology.

5.2.5.3 ENV-1-3 Low emission engines

Background

Design and optimization of ship power systems have traditionally focused on the

optimal number of generators for reducing the total fuel consumption, engines

solutions targeting reduction of one type of GHG at the time (either CO2 or

NOx/SOx/PM), and solutions based on either stationary or full speed operational

phase. More integrated and flexible solutions enabling real time monitoring, and

better handling of fluctuation in power demand, will be needed in the future. The ship

machinery will become even more complex than today.

All other propulsion and ship structure related potentials for energy reduction are

covered under ENE-1 and ENE-2.


Shipping still relies greatly on fossil fuels, which will eventually face a problem of

scarcity. Therefore, new alternative fuels will become the norm in the future. On

the short term, natural gas (although fossil fuel) in form of LNG is likely to be the

[53]

main alternative (see earlier sections). Technology for distribution, storage and

power production is needed and must be improved.

In addition to commonly referred fossil alternatives, new fuel options, such as

propane, LPG, methanol, ethanol and hydrogen need to be taken into

consideration. A comprehensive overview on all alternatives, including their total

cost, emission behaviour, safety aspects and infrastructure is missing.

To ensure easy use of alternative fuels, multi-fuel engines and systems need to be

developed, which would allow switching from one fuel to another or even

combine fuel options in operation without extensive retrofit.

Introduction of new components and system solutions for ship power generation

result in increased complexity of system design and integration. Methods and

tools for evaluating, testing and demonstrating overall system performance of

new designs in real operational conditions (from stationary to full speed) are

necessary. This should also be extended to improved maintenance monitoring

and procedures.

Piston engines have been under continuous development, but there is still room

for improvements, especially for the gas versions. This includes improved design

of piston engines, and increased research within diesel/gas engine concepts,

including variable valve timing, EGR, electronic control engine system

optimization.


Power and propulsion systems have the potential to reduced CO2 emissions by

5% to 15% per tonne-mile, according to IMO GHG study.

Hybrid power systems and other innovations will enable the reduction of NOx,

SOx and PM emissions too.

To meet the requirements for an energy efficient and low-emission power system,

the energy converter will remain a key component.

5.2.5.4 ENV-1-4 Green ship operations

Background

Although technologies for reducing the environmental impact from shipping often

focus on the technical aspect of the ship – hull, propeller, propulsion, fuel and

machinery -, the operational side represents as much potential for reduction of GHG

as the technical side. Greener ship operations can also be achieved through

improved ship management, logistics, voyage optimization, and energy

management.


Weather routing still represent a significant potential for energy saving, at a much

lower cost compared to solutions based on alternative energy sources, and

should be further studied together with recent improvements achieved in

weather forecasting techniques. This includes ensemble forecasts and better

coverage of robustness in resulting plans.

Slow-steaming solutions should be combined with port-planning solutions, mostly

because the traditional “first-come, first-served” berthing policies still create

strong incentives to sail at full speed.

Given the increasing complexity of ships systems and technologies, operational

guidelines for energy efficient ship operation should be further developed, to

ensure full exploitation of their potential.

Energy and emission management systems, supported with reliable onboard

measurement and data communication systems are necessary for evaluating

the effect of new technologies in operational conditions.

[54]

Improved simulation tools and prediction methods for evaluating the effect of

technologies in real conditions are further needed.

Tools for modelling and optimizing maritime transport systems that facilitate the

evaluation of technical improvement in real conditions. This should include both

ship and fleet views.

Methods and tools for ship LCA are necessary for being able to evaluate the

impact of environmentally-focused solutions on a ship-life basis.

Source: DNV

Figure 8 Average abatement curves for world shipping fleet 2030


technologies

Many of the above measures require new business models in the maritime domain.

This relates to relationship between port and ship and between charterer and owner

of ship. Currently, many potential gains require investments on the part that do not

harvest the gains (“split incentive”). Research is needed on the business models and

contractual relationships to overcome this issue. The LCA is one component in this.


Focusing on operational efficiency (speed reduction, weather routing, voyage

execution and cost effectiveness) may generate an energy saving (thus CO2

emission reduction) of 25to 50% by 2030.

Energy management can contribute to 1 to 10% reduction in CO2 emissions per

tonne-mile.

Although speed reduction can enable huge fuel savings, this solution normally

creates a need for a larger fleet, thus a significant investment. However,

optimization exercises on a fleet of ships have been able to reduce fleet size with

up to 13% by better utilization of remaining ships.

Even if LCA for ships is facing problems of identification of responsibility among

stakeholders, a standardised LCA method for marine technologies and systems

would facilitate the cost-benefit analyses and decisions related to solutions for

reducing environmental impact. It is necessary for improved business models to

be proven.

[55]

5.2.6 ENV-2 Other emissions from waterborne transport

5.2.6.1 ENV-2-1 Reducing airborne and underwater noise

Background

Transports are major contributors to noise pollution, and particularly maritime

transport, where noise and vibrations (mainly originated from the engine) create

serious disturbance for passengers and harbour area residents, but is also a health

issue for crew members. Underwater noise created by ship traffic (mainly propeller

and cavitations) cause ecological nuisances for marine wildlife.


The nuisance due to noise and human health damages to passenger, harbour

residents, and crew members should be better documented and measured. This

has to be looked at in the context of the overall port operation.

The same is true when it comes to the effect of vibration on the health of the

crew members, and the impact on the marine life.

Improved measurement systems for real time measurement are needed in order

to establish a better overview of N&V from vessels.

New technologies for limiting the vibration and its consequences for passenger,

crew, and marine life are needed.


This area is not well enough understood to clearly specify benefits. Research is

needed also on impact of N&V. However, qualitatively one can postulate that:

Better understanding and measurement of nuisance due to N&V will facilitate

the search for efficient technological solutions.

Reducing noise from ships will improve living conditions at harbour areas and

improve the public perception of waterborne transport.

Reducing noise and vibration from ships will improve well-being and health of

passengers and crew.

Reducing noise and vibration from ships will contribute to preserving marine life.

5.2.6.2 ENV-2-2 Reduced emissions from paints

Background

Ship coating traditionally represented a high risk of environmental pollution due to

emissions of noxious compounds in water. Although much improvement has been

achieved, improved coating techniques and safer painting are still needed.

Coating materials and coating processes are covered in more detail in COM-3-2.


The creation of propeller and hull fouling is a complex process that needs to be

better modelled with respect to what hinders and what increases the growth

(light, nutrients, speed, temperature, area ...).

Development, testing and qualification of new paints and alternatives to paints

continues to be an area requiring further research, in particular to find optimal

solutions for the multiple effects of coatings. Self healing coatings and a wider

application of bionic approaches should be in the focus of future research. The

real effect of emissions on marine life is yet widely unknown.

General methods for measuring the effect of different coatings and other fuel

reducing technologies are needed. Today, one can see effect on growth, but

one cannot easily assess the overall effect on ship drag by new coating types.

[56]

One need to rely on statistical methods as environmental effects on ship is not

currently measured with high enough quality.

Further development needs related to the subject are listed in COM-3-2.


Underwater coatings have a significant effect on drag and fuel consumption, as

well as on the environment (emissions of compounds into the water). Based on

MARINTEK experience, the hull fouling of tank ships typically results in speed

reductions of ~5% between dockings, corresponding to a power increase of

~15% and an increase in frictional resistance of 20%. This can be handled by

more frequent dockings or better anti-fouling systems.

The better understanding of corrosion and antifouling mechanisms will lead to

the development of new coating procedures and standards with a reduced

impact on environment, longer life time and higher efficiency.

Further effects see under COM-3-2.

5.2.7 ENV-3 Impact from wash and ballast water

Background

Wash from passing ships is a large problem in some areas, e.g. on coastal areas and

inland passages. It is a problem in terms of washing out loose deposits (sand etc) and

for installations or smaller ships in the area. Waves generated from ship are also

requiring energy from the ship, which is a problem from a GHG emission perspective.

Ballast water serves to provide stability when the ship is unloaded. However, the

discharge of ballast water from one sea basin into another results in the introduction

of invasive marine species. More research is needed for ensuring the protection of the

marine ecosystem by hindering the spread of harmful and foreign organisms.


The development of ballast-less ships is the better alternative also from the

energy saving point of view. Further research is necessary.

Reduction of wake may also be an area to investigate.


technologies

Tests onboard various types of vessels must be carried out for verifying the

feasibility of hybrid ballast water treatment systems. A comprehensive overview

on systems on the market and under development appears necessary

considering advantages, disadvantages and impact on marine life. This should

also include ships without ballast water and the release of ballast water to land

based installations for treatment.


Removing the need for ballast, would eradicate the problem of marine pollution

through ballast water. It also reduces power required to do water cleaning and

ballast water pumping.

Implementation of well-working ballast management system should contribute to

reducing the contamination of local water, the impact of spreading invasive

species and the power demand for ballast pumps. Improvement in ballast water

treatment methods will reduce water contamination from chemicals.

Wakes is a problem with respect to energy loss in the ship and erosion in certain

coastal zones. It may also warrant further research. However, this is not a highly

prioritised area.

[57]

5.2.8 ENV-4 Emergency intervention

Background

In the event of maritime incident, huge environmental risks are linked to the possible

spill of oil, chemicals, and other damaging substances into the sea. Although much

research and investments have gone into this area after Prestige and Erica, accidents

still happen and consequences are substantial. Emergency intervention capability is

required at several stages of an incident: at the collision or grounding point, when the

ship is about to sink, when the spill starts, when the spill is being propagated. One of

the most important criteria for successful intervention is speed, which depends on

rapid access to the incident zone and proper actions to control the damages.

Several of the solutions for Autonomous Underwater Vehicles (AUV) and Remotely

Operated Vehicles (ROV) may be used for emergency intervention and accident

investigations as well. Details on those solutions are described in more detail in COM-

4-1.


More research on the reaction of the marine environments on oil spills and

various measures to remove the spill are needed, as the Deep Horizon accident

has shown. This also includes use of dispersants and toxicity of resulting mixture.

Special attention should be given to the mechanisms that reduce natural

destruction and dispersion of oil spills under Arctic conditions.

Better prediction of oil spill movements is still needed. This includes drift models as

well as dispersion and other forms of natural destruction. Drift models should also

use ensemble forecasts and risk assessment to find optimal deployment of

emergency management resources. These models are also needed to better

plan deployment of oil pollution mitigation resources.

Oil collection in high seas and arctic waters with ice will be a problem and

requires new technical solutions.

Removal of wrecks and their contents is costly and time consuming and may be

done better with new technology.


technologies

Spill recovery preparedness and ship towing capacity in “remote areas” or along

long coasts is very expensive and needs to be optimised. Accidents in these

waters will be difficult to handle.


Oil spills (both from bunkers and cargo) may be a substantial problem in arctic

environments. Recent experience from Oslo Fjord in Norway is not encouraging –

oil stays in floating ice and is released when ice melts.

Spills in highly populated areas get high focus due to public outcry and

destruction of residential or leisure areas. Oil recovery is still a problem area and

spills still happen. This has a high cost in terms of negative publicity and direct

costs to those affected.

5.2.9 ENE-1 Optimising resistance and propulsion

5.2.9.1 ENE-1-1 Resistance and drag

Background

[58]

Ship resistance and propulsive efficiency are the prime factors determining the

engine power to be installed in cargo vessels and hence at large set the level of

emissions which can be achieved using state of the art engine and further emission

reduction technology. Although the large progress achieved in terms of exhaust gas

cleaning and other emission reductions, a clear energy saving potential will be

determined mainly by analysing and improving the causes for energy consumption,

i.e. the elements influencing the propulsion of ships. While research in the past

concentrated mainly on individual aspects in isolation, advanced and more holistic

investigations addressing the entire resistance and propulsion topic embedded in a

global energy management perspective are slowly picking up speed now, and

although European organisations are still at the forefront of technology, further and

more coordinated research and development is necessary to maintain this position in

the future.


Improved efficiency and dedicated validation data for full scale CFD predictions

is necessary to overcome today‟s discrepancies and uncertainties associated

with a range of full scale prognoses based on scale model data.

Added resistance during operational conditions due to waves and aerodynamic

resistance form a substantial part of operational resistance and hence determine

propulsion power to be installed. Typical design analysis today account for these

contributions only in a rough empirical way which is insufficient for realistic life

cycle assessments. Further research will be required in the future to devise

methods to realistically predict operational ship resistance and deliver reliable

statistical data for anticipated life-cycle scenarios.

Viscous resistance – Coatings: Having addressed the material and application

techniques for advanced coatings in previous projects, the hydrodynamic

properties of such coating systems need to be investigated in a systematic way.

Long term full scale analysis is required to provide reliable data for future

optimised life-cycle predictions.

Viscous resistance – Air lubrication: Although different air lubrication concepts

have been researched in various EU, national and private projects already, the

state of technology is insufficient to apply air lubrication to ships on an industrial

scale. This holds in particular for ship operation in more violent environments.

While present technologies have been demonstrated on relatively slow speed

inland vessels, an application to deep sea shipping is missing. Further research

into (i) concepts for large ocean-going vessels, (ii) determination of appropriate

air flow rates and (iii) advanced modelling of air lubrication is required.


Improved resistance characteristics of a ship will immediately result in lesser

power to be installed and thus reduced fuel consumption and hence emissions.

Individual improvements, e.g. in hull form design can show up to 5% reductions of

total resistance starting from a state-of-the-art baseline design.

Advanced coatings will further help to reduce frictional resistance. Recent high

Reynolds Number tests in the large cavitation tunnel at HSVA indicate that

savings up to 5% can be achieved in realistic full scale conditions.

Although not entirely independent, these resistance reductions can be largely

accumulative so that higher total savings can be expected if applied in

combination.

[59]

Source: ECMAR

Figure 9 CFD prediction of Cavitation inception on propeller and rudder

5.2.9.2 ENE-1-2 Propulsion

Background

Ship resistance and propulsive efficiency are the prime factors determining the

engine power to be installed in cargo vessels and hence at large set the level of

emissions which can be achieved using state of the art engine and further emission

reduction technology. Although the large progress achieved in terms of exhaust gas

cleaning and other emission reductions, a clear energy saving potential will be

determined mainly by analysing and improving the causes for energy consumption,

i.e. the elements influencing the propulsion of ships. While research in the past

concentrated mainly on individual aspects in isolation, advanced and more holistic

investigations addressing the entire resistance and propulsion topic embedded in a

global energy management perspective are slowly picking up speed now, and

although European organisations are still at the forefront of technology, further and

more coordinated research and development is necessary to maintain this position in

the future.


Podded propulsors require more systematic analysis for high(er) speed

applications with respect to improved efficiency, cavitation behaviour and

pressure pulses.

The hydrodynamic properties of pod casings and appendages / flow alignment

devices indicate further potential for improvements. A systematic study of

geometry modifications in close link with the operating propeller(s) is required.

Propeller and Cavitation: Conventional propellers can be further optimised to

deliver higher efficiencies in particular in combination with advanced PID

(Propulsion improvement devices) thus forming multi-stage propulsors. While

propeller optimisation for increased efficiency as such becomes an issue in

ongoing research, several PID concepts, e.g. stators, nozzles form the baseline of

frontline research about to start in new European projects which are expected to

deliver guidelines for the application of several such concepts. It is however

foreseeable that this research will not be able to deliver a comprehensive,

systematic analysis of the potential of all PID concepts and validation as well as

demonstration of the effects and efficiency gains will be limited. It would thus be

desirable to concentrate more research and development in the future on a

systematic investigation of a larger variety of PIDs and their interplay with

different ship hull forms used for different vessel types.

Cavitation causes have been widely researched in the recent past and

significant progress has been achieved in categorising types of cavitation and

their principal effects. The EROCAV developed cavitation handbook gives a

[60]

good overview. However, reliable tools to predict the – long term – effects of

cavitation are still necessary to improve designs. In addition, a close link between

cavitation effects and materials is also missing.


Propulsive efficiency can be increased substantially using advanced propulsor

concepts: large area propulsors, multi-stage/element propulsors promise

improvements of up to 15% in certain cases. It is expected that retro-fitting

Propulsion Improvement Devices to existing ships can obtain about 4-5%

increased propulsive efficiency on average.

Summarising these improvements yields higher figures of about 10% savings in

terms of installed / delivered power for a merchant vessel. For a single medium

sized container vessel the savings based on these assumptions could easily add

up to 3500 tonnes of fuel per year. Based on actual cost of about 100 US$ per

barrel of oil this would mean cost savings in the range of abt. 1.5 M€ annually.

Environmental benefits scale directly with fuel consumption, e.g. each tonnes of

fuel saved will cut CO2 emissions by 3.7 tonnes and although relative CO2

emissions per tonne-kilometre from shipping are significantly lower than from

other modes of transport, the sheer volume transported by ships adds a large

contribution to the worldwide emissions. Other type of emissions, SOX or NOX will

equally benefit from reduced use of primary resources, and finally it should be

noted that due to the thermal efficiency of primary engines which is in the range

of 50%, savings achieved on the consumption of usable energy, i.e. the part of

primary energy which can be converted into propulsive power, electricity or

other shipboard functions, almost double in terms of deployed primary energy.

5.2.10 ENE-2 Engines and onboard energy efficiency

5.2.10.1 ENE-2-1 Engines

Background

Marine engines are the prime energy converters in the ship and are decisive for fuel

consumption and related emissions. Conventional combustion engines have been

significantly improved over the last years, both in terms of efficiency and

environmental impact. In terms of environment their contribution needs to be seen in

close relation to after treatment solutions of exhaust gases, which are covered more

explicitly in ENE-1-2. The performance of engines is a critical factor to reach the

emission limits imposed by current and future regulations.

While this chapter focuses on the energy efficiency of engines, environmental

aspects of engines, alternative fuels and after treatment solutions are discussed in

more detail in Cluster ENV-1. Aspects of overall on board energy management are

discussed in more depth in ENE-2-1.


The target is to achieve safe component condition between 250 and 300 bar

firing pressure and a mean piston speed of 12 m/s. By developing the engine

components capable to work under higher mechanical load, it is possible to

further study efficiency and emissions in conditions far beyond today‟s range.

Increasing the margin to the mechanical failure serves also as a prerequisite

when studying new advanced combustion technologies, e.g. LTC. Variable

valve actuation can be a new feature in the engines of this large size. For 2-

stroke components the high-temperature corrosion resistance of the exposed

surfaces is expected to be increased by 100% by applying advanced materials

and production processes.

[61]

Progress is needed in the part load operation to enable the general applicability

of high pressure turbo-charging. Measures have to be developed to ensure good

combustion and good load acceptance. Thermal efficiency, further increases of

charge air pressure levels and turbo charging efficiencies need to be realised by

optimised two-stage configurations applied to both two-stroke and four stroke

engines.

Extend the existing prediction models for the main propulsion system to include

effects of aging, fouling, off-design and transient conditions.

Effects of waves and changes in propeller behaviour: extended to thrust and

torque prediction based on given wave parameters.

Effects of manoeuvring and ice navigation on propulsion system behaviour.

Measurement / verification of the frictional loss in the piston ring package models

and of the wear models. Examination of optimal ring geometry that will reduce

overall friction of the piston ring package without increasing the amount of wear

significantly and with increased reliability. Development and use of new coatings

to achieve optimal running-in process for friction reduction.

Technology and understanding of high-pressure gas operated two-stroke ship

engines, incl. physical processes of gas injection, pilot fuel injection, ignition,

tribological challenges, engine and control and monitoring system, combustion

and emission formation.

In addition to alternative fossil fuels currently being discussed, new alternatives

such as propane, LPG (liquefied pressurised gas) methanol, ethanol etc. need to

be taken into consideration. A comprehensive comparison of those fuel

alternatives (including also renewable energies) in view of their cost, emission

behaviour, safety and infrastructure aspects etc. is needed.

In view of potential new fossil fuels the development of energy transformers

which are capable to process a variety of fuels (multi-fuel engines instead of

single fuel) is needed to react on new fuels without retrofitting the vessel

respectively the engine.


The main impact of the research on marine engines is improved engine

efficiency, leading to reduced fuel consumption, fuelling cost and related gas

emissions to the environment. It is therefore an important contribution to

achieving the emission targets specified by international regulations (IMO,

MARPOL) and by policy legislation.

The main engines are decisive for the manoeuvring capabilities of a ship and

safe return to port. The development will therefore contribute to the safety of

shipping.

Not least, the research will contribute to extend the knowledge base of

European equipment suppliers which will help to maintain jobs in the industry in

longer term.

5.2.10.2 ENE-2-2 Advanced energy sources and energy management

Background

Along with the main engine large ships comprise a large number of other consumers

which can require significant amounts of energy. This applies in particular for

passenger ships, were hotel loads can reach as much as 50% of the total used power

at sea, while this value is exceeded in port condition.

The use of alternative energy sources, in particular for smaller consumers, can

drastically reduce energy consumption and related emissions. In addition to that, the

use of alternative energy sources for smaller consumers which are wide spread across

the ship can reduce cabling and related cost, weight and space.

[62]

The installed power on board of ships foresees considerable reserves for operation,

but also due to safety reasons. Not all the installed power is consistently used and a

more efficient energy management can also drastically reduce energy consumption.

A number of solutions discussed in this chapter have already been discussed from a

complementary environmental point of view in ENV-1.


In order to become a competitive solution in comparison to Diesel-Generators

the Fuel Cell technology needs to achieve improvements in different fields, such

as

Improving the weight/power ratio by achieving higher energy and power

densities

Improving the stack reliability of fuel cells to ensure comparable maintenance

efforts

Reducing costs in relation to the energetic output

Adoption of reformer technologies to the maritime market for using available

fuels as an interim solution.

Global analysis of energy demands by considering not only electrical energy

chains, furthermore taking in account the influences and interactions between

thermal, mechanical and electrical energy flows

Researches show that higher energy savings, and related to that emissions, are

possible by simply improving the efficiency of consumers and consumer-groups

and their interaction.

Improvement and “marine”izing energy storage technologies for all kinds of

appearing types of Energy. The effective storage of energy (short- and long-term

storage) is one of the most powerful instruments to increase the energetically

performance of a distributional network.

Development and implementation of reliable concepts for the use and

integration of additional energy sources (e.g. wind) in order to reduce propulsive

energy demands.


Cooperation between fuel-cell developers and integrators to access new levels

of market acceptance of unconventional energy generation possibilities.

Safety improvements by increased redundancy and availability.

Establishing new kinds of energy concepts

Benefit for society to meet EU-requirements in emission reduction of 20% until

2020, and confirm the position of shipping as the most effective way of

transportation.

Increase the environmental performance to fulfil the social responsibility of

shipping, ship building and the maritime community as a whole.

5.2.11 Safety and security

5.2.11.1 SAF-1 Design for safety

Background

Increased cost pressure at a global market (forcing economy of scale in the transport

sector), technological innovations (such as alternative fuels) and increasing

environmental concerns will lead to larger, more complex and specialised ships, with

new risks regarding the safety in normal operations and under extreme conditions.

The increased use of goal based standards on one hand side opens the way for

technological innovations, but requires on the other hand more knowledge and skills

[63]

of ship designers and operators than a design following restrictive rules in order to

prove equivalency of alternative technical solutions.

Design for safety needs to be a key component of the design process. Safety needs

to be seen in close relationship with other performance indicators related to the ship

life cycle, such as life cycle cost, environmental impact and customer acceptance.

Safety and security research in Europe is now largely risk-based. This is a significant

achievement, largely motivated and supported by EC-funded research. The

challenging nature and the complicated phenomena underlining ship design and

operation have been studied, modelled, benchmarked and applied, guided by a

risk-based framework and supported by a regulatory process that is also risk-based.

The elements of risk addressing probability and consequences of major hazards and

reflecting prevention and mitigation strategies have incentivised the industry to focus

attention in the areas that can provide a competitive advantage for Europe.

Moreover, the benefits of this approach have been appreciated and adopted in

international forums, such as the International Maritime Organization, where results of

EU-funded research projects have provided the inspiration to support a

transformation from prescriptive to goal-based regulations. The ensuing environment

of resonance between academic and industry endeavours on one hand and of

safety-inculcated society on the other provides fertile ground for further research and

development, which is indisputably necessary before the full potential of risk-based

approaches is realised.


To improve design for safety in the frame of a life cycle approach the following

main areas of research are needed:

Improving the base of probabilistic data for safety assessment by a better

feedback from operations to design, accompanied by improved methods to

estimate probabilistic data in cases where historic data is not available or cannot

be used due to new technological solutions applied or new risks arising from

changing operational environments and scenarios;

More efficient and easy to use tools to model the entire safety chain based on

first principles or statistics. Those tools need to be easily usable by industry and

efficiently integrated in the ship design process as well as in later life cycle

phases, such as repair and retrofit. The tools should also allow an safety

assessment using different levels of detail, considering the data which is available

in specific life cycle phases (a tool is only as good as the data available to feed

it);

In view of a holistic life cycle approach (see also COM-4-3) new concepts of

work sharing and knowledge transfer need to be developed to make sure,

knowledge and data is available consistently in all life cycle phases.

More specifically technology gaps and research needs related to Design for Safety

are:

Safety as part of Life-cycle design: The shipbuilding industry must see itself as the

gateway to the life-cycle of a ship and hence develop methods, tools and

business concepts for optimised products with minimum maintenance, maximum

fuel and operational efficiency, optimum divesting. This approach calls for large

synergetic and enhanced design teams (across all stakeholders) striving to

achieve a balance between all aspects of future operations (by explicit

consideration of responsibility, accountability and ownership of cost) and the

optimal manner in which they would be mapped in a new design.

Integrated design environments require embedded optimisation strategies and

techniques to facilitate the requisite balance between cost, safety and

[64]

environmental impact. Emphasis should be placed in the development of

suitable knowledge-intensive models that will

Support the concept design phase by improving the search of the design space

and identify the most suitable configurations and,

Enhance flexibility and cost-effectiveness.

In this manner, innovative ship concepts and arrangements will emerge through

the process, which will have to meet the demand for alternative fuels and new

machinery and propulsion configurations as well as the challenge of harsher and

more remote environments.

Enhanced degree of rationalization (i.e., standardization, modularization and

industrialization) both in design and production would contribute towards the

improvement of the industry competitiveness and towards improved safety

through the wider re-use of proven solutions and experience from successful

operation.

Managing Innovation: Nurturing and managing innovation will continue to

provide the fuel for a competitive maritime transport. Considering that the

challenges of the maritime industry, the market requirements and the societal

vigilance will only intensify in the future, innovation in design, systems,

methodologies and approaches have to be rapidly developed and adopted.

New challenges breed new risks and necessitate risk-based innovation

management accounting for the ensuing risks by a formal process and offer

support for decision making In this manner, risk analysis will become the vehicle

for managing innovation that it will facilitate routine integration of advanced ICT

and satellite technology, expert systems, cross-disciplinary scientific approaches

for deeper and better understanding of the challenges ahead and the common

language, permeating the whole spectrum of the maritime sector.

Knowledge gaps in assessing risks need to be filled by dedicated research and

development to allow for a consistent risk based design and risk management.

While previous projects have fostered a considerable progress in certain parts of

the safety chain (e.g. flooding, damage and intact stability, passenger

evacuation) other parts of the chain such as the material response to fire,

structural response to extreme loads like collision and grounding, the functionality

of fire extinguishing systems or the risks related to the use of alternative fuels

require further investigations.

First principle risk assessment tools need to be validated by real life data. Once

this has been done, they could be used to simulate typical operational scenarios

and derive a simplified set of parameters and design criteria, which could be

used for more standard design cases. This will foster the application of risk based

design by smaller companies, which currently lack the skills and resources to

carry out extensive simulations and risk assessments for standard designs.


technologies

With emphasis on risk-based rules and goal-based and holistic approaches at the

International Maritime Organization (IMO), legislation will become progressively

more technologically-driven and more complex, necessitating support from

large-scale research to provide the necessary evidence and benchmarking.

Moreover, IMO is now embarking, using the vehicle of goal-based standards, on

all aspects of the ship-life cycle and addressing all issues of, and all contribution

to, maritime risk. Developments at different levels of complexity will be required

to support and guide this process.

The emphasis of legislation of ship operations should embrace holistically all the

elements that define them from the concept design up to end-of-life strategies.

Such approach raises the needs for goal-based (performance-based) rules that

will cater and facilitate innovation and at the same time build a balance among

all involved design and operational parameters. In this direction, the need for

[65]

first-principles tools that will assist understanding between acceptable and

unacceptable solutions will be more intense than ever.

The resurgence of emphasis on environment and greenness, in the form of

environmental foot-print and decarbonisation of waterborne transportation will

dominate the legislation in the future. In this respect, what is becoming an

unfathomable proliferation in environmental legislation will raise the demand for

scientific research to support the development of rational quantitative

approaches.


The rapid technological developments of modern age exacerbate the risk

exposure with potentially unprecedented consequences. As a result, such

innovative approaches will have to be treated with first-principles tools and

methodologies, which in turn would force the industry to: (i) become more

technologically adept, (ii) manage risk as a life-cycle issue, (iii) invest heavily in

education and training of all involved stakeholders, and (iv)modernise the

industrial processes in order to accommodate such developments.

The inevitable tendency to address life-cycle issues in a holistic manner will force

the industry to invest in integration of all the necessary systems and tools that will

provide the framework for informed decision-making. Moreover, by setting such

frameworks in place will automatically highlight the gaps in knowledge and will

incentivise further research and development of products with focused and

tangible characteristics. Complementary to this trend is the fact that with risk

playing a central role in maritime transport, the industry will progressively acquire

a more sustainable character from the point of view of timely and cost-effective

treatment of all showstoppers that could prohibit daily operations or longer term

plans.

The trend towards goal-based, hence performance-based, regulations, aiming

to nurture innovation and at the same time to manage the ensuing risk,

inevitably leads to a more technology-driven regulatory process and framework

to support an industry that is also becoming more complex and more

technologically demanding. This process creates a knowledge gap, in that

change happens faster than knowledge can be assimilated and made use of by

the industry that threatens to undermine the industry in its totality. This knowledge

gap is in need of immediate and urgent attention by establishing a pan-

European training framework and infrastructure with emphasis on technology

assimilation by all stakeholders of the maritime industry. This is clearly a priority.

The progressive establishment of integrative approaches in treating life-cycle

issues from the strength of scientific knowledge and deeper understanding of all

involved processes will inevitably push the boundaries of design and the design

approaches. The start has been made with a floating platform able to

accommodate more than 8,000 people onboard (Oasis of the Seas) and the

pace is only expected to accelerate in the future with the development of large

floating and self-sustained infrastructure (e.g. floating cities).

5.2.11.2 SAF-2 Safe ship operation

Background

Safety and security research in Europe is now largely risk-based. This is a significant

achievement, largely motivated and supported by EC-funded research, as this

provides the opportunity and the means for embracing innovation and hence

strengthening EU competitiveness, the very essence of EU research. The challenging

nature and the complicated phenomena underlining ship design and operation

have been studied, modelled, benchmarked and applied, guided by a risk-based

framework and supported by a regulatory process that is also risk-based.

[66]

The elements of risk addressing probability and consequences of major hazards and

reflecting prevention and mitigation strategies have incentivised the industry to focus

attention in the areas that can provide a competitive advantage for Europe.

Moreover, the benefits of this approach have been appreciated and adopted in

international forums, such as the International Maritime Organization, where results of

EU-funded research projects have provided the inspiration and the “fuel” to support

a transformation from prescriptive to goal-based regulations. The ensuing

environment of resonance between academic and industry endeavours on one

hand and of safety-inculcated society on the other provides fertile ground for further

research and development, which is indisputably necessary before the full potential

of risk-based approaches is realised.


Ship operations comprise 90% of the ship‟s life-cycle and carry the largest

potential to affect change. At the same time, this is the only area in the ship life-

cycle that is largely untouched by scientific research, with the exemption of

research addressing logistics and the logistics chain. Logistics onboard a ship, on

the other hand, meaning vertical and horizontal functions and flows of goods

and people as well as scrutiny of every phase of the operational profile of a ship

during its life-cycle, are governed by empiricism (more “vigour” than “rigor”) and

antiquated techniques and procedures. Scientific research, in all its forms, on

these elements of ship operation will make a step change in shipping. Areas to

be addressed in greater detail include:

The operational practices could be dramatically improved by integrated

products, decision-support systems and state-of-the-art communication and

satellite technologies. These products will create a permanent link between

repositories of knowledge, experience and expertise based ashore, and offer

constant and detailed monitoring of all ship functions onboard. This way, the

ship-shore and ship-ship communication interfaces will be established and will

improve efficiency in ordinary and emergency situations. With such potential at

hand, operations in remote and pristine areas and in extreme environments will

become manageable activities.

Moreover, systematic scrutiny and integration of ship operations will facilitate the

development of cost-effective approaches to address and manage the human

factor and to better define and quantify its influence in all the facets of ship

operation.

Progressive adoption of integrated systems and decision-support tools will create

the right foundation for unmanned shipping operations in parallel with e-maritime

practices.

Sustainability in operations as a Key Performance Indicator (KPI): A constantly

changing environment in terms of legislation, energy resources and market share

is widely accepted by the maritime industry. Appreciating from the outset that

such conditions can only increase the risk level of an already high-risk industry, it is

necessary to invest in practices that will offer sustainability in shipping operations:

risk and energy management will make the difference between “life and

death”. Along these lines, life-cycle approaches (and the associated decision-

support tools) would offer a competitive advantage to the industry at large.


See SAF-1

5.2.11.3 SAF-3 Security

Background

[67]

The security of maritime transport against terrorist attacks and piracy has recently

become a focus by shipping companies, port authorities, policy makers and the

general public. In addition to that, safety and security threads caused by passengers

are a major concern of operators of cruise ships and ferries. This item is however not a

major focus of the MARPOS analysis, as security research is largely covered in a

separate priority of FP7.

Terrorism and piracy are just a few factors, which have increased security concerns in

shipping and require technical solutions.


Further development of concepts and measures for the security of passenger

and cargo onboard and in terminals. Integration of all safety and security

management systems.


technologies

Anti-Piracy measures including far field observation as well as passive and active

measures onboard and at fleet scale.


The prime impact of security measures onboard and in terminals is the protection of

human life and cargo. Indirectly, those measures will contribute to the

competitiveness of shipping operations.

5.2.12 Human Factors

5.2.12.1 HUM-1 Decision support systems

Background

The human element is one of the most important factors contributing to accidents.

Ship technology is currently moving ahead of the people that operate it. The future

challenge is to ensure that people are progressing at the same speed as the

introduction of new technologies, and not to exclude them from the decision making

progress.

The design and construction of a ship are becoming infinitely more specialised and

complex than it was in the past. The technology now being used is more

sophisticated and considerable time and effort must now be invested to provide

specialist training to ensure confidence in operating such sophisticated and, in some

cases, complicated equipment. Recent amendments to the International Ship

Management (ISM) Code, an international standard for the safe management and

operation of ships and pollution prevention, has highlighted a requirement for an

operational risk assessment and the implementation of corrective action following

any accident.

Although much research has been done on decision support systems for human

factors, more focus is needed to transform the results into rules, regulations and

legislation. Research for Human Factors Engineering aspects has not been addressed

adequately. It will have an extremely important role to play in future ship designs, in

order to minimise errors at source, and to help mitigate the consequences of an error.


A systematic analysis, ranking and quantification of critical human factors in ship

operation is needed to allow a risk based human factors engineering in the

design of critical ship systems.

Along with a general ageing of the population, comfort and safety of elderly

passengers needs to find increasing consideration in the design of passenger

[68]

ships, ferries and leisure boats. Reference data is needed on the physiological

behaviour and abilities;

Tools are needed to allow more ergonomic and failure tolerant ship systems both

with regard to crew and passengers. Reliable design criteria need to be

established and tools need to be integrated into the ship design chain. This will

lead to a reduction of the occurrence and consequences of critical errors.

Decision support systems and tools for marine systems and to mitigate the

consequences of an error, fully integrated with bridge control systems, and e-

maritime services, such as real-time weather routing.

The collection of realistic data is a key requirement for the validation of

simulation and decision support tools. Data from land based scenarios are often

of limited relevance for maritime applications.


technologies

Development of Human Factors Engineering (HFE) ship design standards for: rules,

regulation and legislation, and for operational recommendations.


Minimising error in design and operation of ships for safer management and

operation of ships, and pollution prevention, leading to fewer accidents and loss

of life.

Human Factors Engineering will help identify tasks that may be prone to error, or

designs that do not meet Human Factors Engineering design standards, or

comply with best practice.

Not least, the consideration of ergonomics and human factors in the design of

ships and ship equipment will reduce fatigue and improve the working conditions

of seafarers.

5.2.12.2 HUM-2 Improving passenger comfort

Background

Evaluation of operational and safety performance must primarily be related to

human comfort and risk of injuries or fatalities. A number of methodologies have been

developed in recent years for predicting motion sickness onboard ships. For example:

ISO 2631/3 standard provides limits for RMS values of the accelerations as a function

of frequency and defines “severe discomfort” boundaries for exposure to narrow-

band whole-body vertical acceleration. Methods for calculating Motion Sickness

Incidence (MSI) have also been developed. However, many of these methodologies

are considered to be over simplified.

The issue of comfort onboard cruise ship is of paramount importance. One of the

most important factors that potential passengers consider is that a sufficient level of

personal comfort will be assured on the vessel. There is a revised ISO 6954 standard for

noise and vibration, but a more realistic standard for onboard ships is still needed. A

proposal for an „acoustic green label‟ for each ship type is currently being

developed.


Predictive methodologies are needed to provide an instantaneous measure of

the severity or incidence of motion sickness and fatigue experienced by a

passengers and crew. Empirical relationships can then be used to estimate

parameters such as percentage vomiting and illness rating at any location within

a vessel. A decision support system is needed, interfaced with other control

devices (such as alarms, stabilisers, ride control, or route optimization), to optimise

human comfort.

[69]

A better understanding of the mechanisms which govern comfort perception is

necessary for defining realistic noise and vibration standards onboard ships.

Specific needs and abilities for aged passengers need to be assessed and

translated into design criteria to ensure comfort and safety for this increasing

group of persons. The same applies for disabled persons.

Marine data on acoustics is needed to establish acceptable thresholds and to

define the impacts of noise and vibration on the marine environment.


technologies

Based on reliable data on comfort and safety standards and rules need to be

developed which contain specific design criteria and assessment criteria for

passenger and crew comfort, such as motion thickness, noise / vibrations and specific

needs of elderly or disabled passengers.


Improved prediction methodologies for motion sickness for design and operation

will improve the safety of passenger and crew, increase the reliability and

operability efficiency, and improve the competitiveness of European passenger

and cruise vessels.

Improved standards for noise and vibration would also improve the

competitiveness of the European cruise industry. The issue of comfort onboard

cruise ship is of paramount importance; one of the most important factors that

potential passengers consider is the assurance of a sufficient level of personal

comfort onboard the ship.

[70]

6. Proposed Themes and Actions

for Future Maritime Transport

Research

The Technology Gap Analysis provided the basis for the research priority topics

identified. The main issues emerging from this analysis were then considered to

identify the opportunities, the research priority areas and technology needs. As such,

a number of the important knowledge gaps and development needs were also

identified, taking into account the results of the DG Research and Innovation funded

maritime transport research projects.

From the Technology Gap Analysis, the analysis of DG Research and Innovation

research projects, and the analysis of research drivers, policies and legislation, the

following actions to define and implement future research priorities are

recommended, to support the WATERBORNETP Strategic Research Agenda and its

implementation:

6.1 Priorities for future maritime transport research

themes

The key research priorities recommended for future maritime transport research, for

this document‟s five research themes, are shown in the following table, for the cluster

and sub-cluster categorisation described earlier.

Table 8: Recommended research priorities for maritime transport

Competitiveness

COM-1 Competitive SHIPPING

i. Technologies and system solutions have to work together in an optimal way in complex

products like ships. The integration of knowledge and research results in radically new

ship concepts (see analysis COM-1-1) should be an increased focus of maritime

research. The research challenges include:

Optimisation strategies to support a holistic view on all ship systems and life

cycle phases;

The integration of all suitable technologies and system solutions with focus on

their optimised interaction;

Methods, data and benchmarking criteria for an holistic assessment of

transport efficiency across modes and within waterborne transport;

IT solutions for a distributed design and knowledge management to facilitate

a better cooperation of different disciplines and life cycle actors in ship

design.

ii. For competitive Ship Operation and e-Maritime (see analysis COM-1-2)

Decision Support Systems for Emergency Response in shipping,

Unified data structures and communication protocols for ship-shore and ship-

to-ship communications in the frame of e-maritime.

iii. For Port Operations and Ship-Shore Interfaces (see analysis COM-1-3)

Intelligent holistic solutions for the efficient management of ships in ports,

[71]

Optimised infrastructure of ports and terminals including hinterland

connections allowing for efficient, safe, secure and environmental operation,

New concepts and solutions for efficient cargo handling considering the

entire maritime / inland waterway chain,

Safe solutions for the loading / unloading of gas and other alternative fuels.

COM-2 Competitive SHIP DESIGN

iv. For Design for Structural Reliability (see analysis COM-2-1)

Worldwide calibration of performance standards and safety margins based

on risk assessment;

First principle design tools and simulation techniques for all aspects of ship

operation and all life cycle phases using super computers and grid

computing,

Quantification of extreme operational loads such as ice and extreme waves,

v. For Design Tool Integration (see analysis COM-2-2)

Better integration of design tools to cope with new rules and regulations, new

technical knowledge and life cycle aspects,

Adaptation of design methods and tools for new maritime products,

Through life product data management and tool integration (see also COM-

4-3),

Platforms for distributed design and knowledge management in a work

sharing environment are needed, in particular for smaller actors. Modern

computing techniques like GRID computing need to be facilitated.

COM-3 Competitive SHIP PRODUCTION

vi. For Structural Materials and Material Combinations (see analysis COM-3-1)

New steel materials for improved structural performance under maritime

conditions as well as design, testing, joining and coating techniques for those

materials,

Joining, outfitting and repair techniques for new materials and multi-material

structures,

Innovative (none-metallic) materials with improved operational properties

and reduced environmental footprint,

Adaptable and intelligent materials as well as materials with self-diagnostic

and self-healing effects,

New and alternative materials suitable for long operation under harsh

environments in the offshore renewable sector.

vii. For Coatings and Coating Processes (see analysis COM-3-2 and ENV-2-2)

Development, testing and qualification of new paints and alternative

coating systems,

Efficient and environmentally friendly coating processes in shipyards, in

particular smaller yards and outdoor operations (including repair),

Better understanding and modelling of physical phenomena and

mechanisms for corrosion and fouling processes (propeller and hull),

Improved methods to predict and measure the effects of hull coatings on

resistance and fuel consumption,

Accelerated test procedures for coatings and forecasting methods for real-

life behaviour.

viii. For Production Techniques and Equipment (see analysis COM-3-3)

Further development of low heat input, efficient and low cost welding

techniques to bridge the gap between laser assisted and conventional

welding,

Adhesive bonding and mechanical joining techniques in particular for

outfitting and new materials,

Assembly and outfitting processes in later assembly stages with complex and

difficult to assess 3D structures,

Flexible, intelligent and easily adaptable equipment without programming,

[72]

Modular design for production,

3D measurement techniques and their integration.

ix. For Production Organisation and Chain Integration (see analysis COM-3-4)

Advanced and integrated planning methods and tools for shipyard and the

supply chains,

Advanced planning and simulation techniques and tools for repair, retrofit

and dismantling. Solutions for a wider use of simulation techniques in smaller

yards,

Systematic approaches to explore productivity potentials in the entire

process chain,

Business process re-engineering and business models for increased work

sharing and specialisation in production,

Tools for advanced space management in shipyards (including repair) and

management of outfitting processes,

Advanced statistical methods and strategies for data generation for quality

assurance under the conditions of small series and one-of-a-kind production.

COM-4 Competitive LIFE CYCLE SERVICES

x. For Inspection and Maintenance (see analysis COM-4-1)

New sensors, monitoring and diagnosis systems for all aspects of life cycle

behaviour of ship equipment and hull structures,

Modular platforms for autonomous underwater vehicles (AUV) and remotely

operated vehicles (ROV) for ship inspection, maintenance and repair,

offshore and marine observations,

Harmonised and goal based regulations for inspection and maintenance,

Concepts and solutions for predictive and risk based maintenance,

Specific solutions for inspection and maintenance of new materials and for

new maritime products,

Integrated life cycle product data management (PDM) and feedback from

inspection to design.

xi. For Repair, Retrofitting and Dismantling (see analysis COM-4-2)

Planning processes and tools for ship repair, retrofit and dismantling,

Reverse engineering and measurement systems to acquire data for ship

repair as well as solutions for a better use of new building data in repair,

Innovative process chains for ship dismantling using experiences from new

building,

Design for retrofit, easy maintenance, recycling and re-use, in particular in

relation to new materials,

Over lamination of conventional structures and joints as a means for repair

and improvement of strength properties,

Technology and knowledge transfer from new building to smaller repair,

retrofit and dismantling yards.

xii. Life cycle Approaches and Services (see analysis COM-4-3)

Product Life Cycle Management techniques and consistent through-life

product data management,

New business models and joint life cycle services for a better integration of

actors, in particular for emerging maritime markets,

Key performance indicators and holistic assessment methods for all life cycle

aspects, including cost, safety and environmental impact,

Modelling of life cycle processes including provision of reliable data,

Concepts and solutions for increased recycling and re-use of materials and

components,

Research for regulations and standards supporting the life cycle approach.

Environment

ENV-1 Reducing GAS EMISSIONS

xiii. For Alternative Fuels and Energy Sources (see analysis ENV-1-1 and ENE-2-2)

[73]

Efficient and safe solutions for onboard integration (storage, overall

efficiency, bunkering) of gas and other alternative fuels as well as for the

entire gas logistics chain,

Advanced fuel cell designs with reduced weight, volume, cost and

increased energy efficiency as well as sophisticated solutions for their

integration in ships,

Solutions for a more efficient use of alternative energy sources (such as wind

and solar energy) under maritime environmental conditions also considering

their efficient integration in the entire energy chain in ships,

Development, testing and validation of technical solutions for the extended

application of new fuels, such as propane, LPG, methanol, ethanol etc.,

special focus should be given to system solutions which allow for a combined

use of different low emission fuels in dependence from their local availability

during worldwide operation,

Onboard energy management systems for the most efficient use of different

energy sources, converters and consumers under specific operational

conditions as well as comprehensive tools to assess the energy efficiency in

design,

More energy and cost efficient systems for onboard energy storage and

energy distribution in harsh marine environments,

More emphasis should be given to research supporting the development of

international rules and standards in relation to alternative fuels to make their

practical application safe and efficient.

xiv. For After Treatment of Exhaust Gases (see analysis ENV-1-2)

Further improvement of the cost efficiency in production, maintenance and

operation of after treatment solutions, such as selective catalytic reduction

(SCR), particulate traps, oxidation catalysts, exhaust gas recirculation and

seawater scrubbing,

Better understanding and modelling of the emission behaviour of large diesel

engines. Models need to be validated and tested in real scale.

For Low Emission (Diesel) Engines (see analysis ENV-1-3 and ENE-2-1)

Techniques for a cost efficient conversion of conventional combustion

engines with gas fuels,

Energy transformers for the combined use of alternative fossil fuels (multi-fuel

engines in difference to single fuel) need to be developed and tested for

maritime applications,

Despite of previous work a better understanding of spray, mixing and

combustion processes in large marine diesel engines is still needed to allow

further improvement of energy efficiency,

Improved monitoring, diagnosis and maintenance procedures (see COM-4-

1),

Improved procedures and technical solutions part load operation of engines

and related systems,

Materials and maintenance procedures for components of ship engines to

reduce cost and ensure longer life time.

xv. For Green Shipping Operations (see analysis ENV-1-4 and COM-1-2):

Further development of weather forecasting techniques and weather routing

in the frame of e-navigation (see COM-1-2),

Advanced management systems for slow steaming solutions integrated with

port planning (see COM-1-3),

Operational guidelines for efficient, safe and environmentally friendly ship

operations,

Overall energy and emission management systems (see also ENE-2-2)

supported by onboard measurement systems and data communication,

Advanced simulation tools and prediction methods to predict the effect of

[74]

green technologies in operation,

Advanced modelling and simulation of transport systems on ship and fleet

level (see COM-1-2).

ENV-2 OTHER EMISSIONS from waterborne transport

xvi. For Reducing Noise (see analysis ENV-2-1)

The impact of noise and vibrations on passengers, harbour residents, crew

and marine life needs to be better understood and used for the

development of international rules and design criteria,

Improved methods for real-time measurements of noise and vibrations,

New technologies to limit the emission of noise and vibrations by active and

passive damping to be developed and tested in real scale.

xvii. For Emissions from Paints (see analysis ENV-2-2)

Research needs are summarised under COM-3-2

ENV-3 Impact from WASH and BALLAST WATER (see analysis ENV-3)

Establishment of a comprehensive overview of all possible ballast water

treatment systems and technologies,

The feasibility of hybrid ballast water treatment systems need to be tested on

board.

ENV-4 Emergency INTERVENTION (see analysis ENV-4)

Further investigations and modelling of the reaction of marine environments

on oil spill and other pollutions from maritime accidents, under particular

consideration of arctic conditions,

Better prediction methods of spill movements and mechanisms of natural

destruction of spills,

Spill collection at high seas and in arctic waters is still not solved satisfactorily,

More cost and time efficient technologies for wreck removal,

Platform solutions for autonomous underwater vehicles to better facilitate

common exploited in offshore, marine sciences and ship inspection (see also

COM-4-1).

Energy

ENE-1 Optimising RESISTANCE and PROPULSION

xviii. For Resistance and Drag (see analysis ENE-1-1)

Assessment of validation data for full scale CFD predictions to overcome

uncertainties,

Improved prediction methods for resistance and their statistical verification,

Research to predict the hydrodynamic properties of paints (see COM-3-2)

and air lubrication,

Air lubrication systems for large ocean going vessels, the determination of

appropriate air flow rates and advanced modelling of air lubrication.

xix. For Propulsion (see analysis ENE-1-2)

Systematic analysis for higher speed applications of podded propulsors,

including a study on geometry modifications of pod casings in interaction

with propellers,

Systematic investigations of advanced propulsion improvement devices (PID)

including an overview of available solutions,

More sophisticated tools to predict the long term effects of cavitation

considering the interaction with materials.

ENE-2 Engines and ONBOARD ENERGY EFFICIENCY

xx. For (Combustion) Engines (see analysis ENE-2-1 and ENV-1-3)

Research needs are summarised under ENV-1-3.

xxi. For Alternative Energy Sources and Energy Management (see analysis ENE-2-2

and ENV-1-1)

Research needs for alternative energy sources and related engines have

been summarised under ENV-1-1.

Total energy management and monitoring systems for onboard use are

[75]

needed as well as appropriate measurement technologies and guidelines for

efficient operation,

Operational data related to energy consumption need to be collected and

made available to ship designers, holistic tools to model the energy system in

ships are needed.

Safety and Security

SAF-1 DESIGN for SAFETY (see analysis SAF-1, COM-2-2 and COM-4-3)

Risk based design frameworks including all safety aspects need to be further

developed, implemented in standards and rules.

Guidelines for easy use of risk based methods as well as “simplified

methodologies” and corresponding first principle assessment tools to allow

wider application,

Risk assessment needs to be integrated in all life cycle phases,

Interdisciplinary and multi stake holder knowledge and innovation

management is needed, not only, but including safety and security aspects.

SAF-2 Safe SHIPPING OPERATIONS (see analysis SAF-2, COM-1-2 and COM-4-3)

Research needs related to system integration and e-maritime have been

summarised under COM-4-3 and COM-1-2 respectively,

Human factors in relation to safe ship operation are covered in HUM-1,

Unmanned ship operation is a research topic for the future.

SAF-3 SECURITY (see analysis SAF-3)

Integrated concepts and solutions for passenger and cargo security onboard

and in terminals and their integration,

Anti-piracy measures including field observations as well as active and

passive measures on board.

Human Factors

HUM-1 DECISION SUPPORT SYSTEMS (see analysis HUM-1)

Data collection and establishment of design criteria related to the reasons

and consequences of human errors in ship operation as well as the

elaboration of related standards and regulations, the provision of realistic

operational data is important to validate Decision Support and simulation

tools,

Methods and tools for the design of ship systems to reduce the occurrence

and consequences of human errors

HUM-2 Improving PASSENGER COMFORT (see analysis HUM-2)

Methodologies to predict and assess the impact of motion sickness and

fatigue on the health and the behaviour of passengers and crew,

Better understanding of the mechanisms which govern comfort perceptions

as well as corresponding rules and standards,

Marine data on acoustics are needed to establish the impacts on marine

environment,

Specific data on needs and abilities of elderly and disabled passengers need

to be provided and translated in design criteria and tools.

6.2 Recommendations for research actions

From the Technology Gap Analysis, the analysis of EU DG RTD funded maritime

transport research projects, and the analysis of research drivers, policies and

legislation, the following actions emerge and are recommended to define and

implement future research priorities. These actions are to be seen as complementary

to the strategic research agenda of the WATERBORNETP research platform. The

recommendations are the following:

[76]

EU Research Framework Programme Periodic Calls:

As the detailed specification of each topic in the Periodic Calls in FP7 significantly

increases the complexity of the work programmes and the efforts needed for their

preparation, only large topics should be specified, as in FP6, while only defining the

main targets for smaller topics.

The WATERBORNETP Technology Platform:

The preparation of Strategic Research Agendas by European Associations should be

improved through a direct participation of technical experts from the maritime

research industry.

A direct feedback from industry and research actors to the European Commission or

the WATERBORNETP Technology Platform is therefore recommended, in the form of

“expressions of interest”, while strategic priorities need to be defined top-down,

based on comprehensive research strategies.

A think tank consisting of proven maritime experts is considered an important

instrument for the WATERBORNETP Technology Platform.

Thematic Networks:

Networks of EU projects dealing with the specific priority areas for research and

development would help strengthen the competitiveness of the European maritime

industry and help to avoid duplication and fragmentation of research. These

Thematic Networks could be similar to ERA-NETS SURSHIP project.

A Continuous Update of the Technology Gap Analysis

A Technology Gap Analysis for of EU projects should be updated continuously, to

provide a comprehensive basis for elaborating future research needs for the maritime

sector. More comprehensive information on the outcomes of EU research projects

from the project consortia, and from the European Commission, would assist this

analysis. Furthermore, the European Commission should ask project coordinators to

provide a document indicating the difference between the results achieved and

what was expected at the beginning of the project, how the results were exploited,

and how the results could be relevant to other topics.

w w w . m a r i t i m e t r a n s p o r t r e s e a r c h . c o m

KLTC – KSRC

the current and future agendas of maritime research based ... · lpg liquefied petroleum gas ......

Documents