Ship Design Optimization Framework Considering Future Uncertain Carbon Emission Regulations

Liquified natural gas (LNG) as a fuel source for shipping is a ready-made solution for the maritime industry. LNG is a clean fuel that meets the current environmental regulations set by the International Maritime Organization (IMO) to lower the sulfur content of marine fuel from 3.5% to 0.5% by January 2020. LNG is also competitive in terms of price and the increasing availability of fueling terminals. This technological readiness promotes the adoption of LNG powered ships, and the demand for such ships is increasing and is projected to increase in the future. LNG fuelled ships (LFS) comply with the tightened emission regulations, and major industry players have predicted that more than 10% of the world fleet will be using gas as a fuel by 2035. The rapid increase in the design and use of LFS has to be carefully monitored to ensure a successful transition. The design of ship and containment systems for LFS is usually carried out using risk-based design processes. Monitoring and advisory solutions are critical to ensure that changes take place in a safe manner. The experience and lessons learned from designing a suitable database framework and data analytics for traditional ship design are presented, and the knowledge transfer and applications for LFS are discussed. Additional critical parameters that are specific to LFS are discussed, and procedures required to ensure quality data collection to provide necessary solutions for the future fleet are presented. The importance of monitoring quality and quantity of the bunkering process with traditional fuel is outlined along with strategies to adopt and promote infrastructure readiness for the increase in LFS use. Data management and big data analysis for decision making is becoming increasingly apparent in many industries, including the shipping industry. Therefore, the inclusion of the systematic design of data acquisition and analytics systems for newly designed LFS is needed. This will accelerate data-driven knowledge generation and design improvements, promote safe and efficient ship operations, and provide a solid foundation for automation. The synergistic blending of solutions from fuel suppliers, engine makers, containment providers, sensor makers, logistics and government will be needed to ensure the global growth and sustainability of LNG fuelled shipping.

Vol. 114, No. 4 EnvironewsOpen AccessEHPnet: International Maritime Organization Erin E. Dooley Erin E. Dooley Search for more papers by this author Published:1 April 2006https://doi.org/10.1289/ehp.114-a219AboutSectionsPDF ToolsDownload CitationsTrack Citations ShareShare onFacebookTwitterLinked InReddit In 1948 an international conference in Geneva adopted a convention formally establishing what is today called the International Maritime Organization (IMO). The IMO initially worked mainly to ensure maritime safety, but after a 1967 spill of 100,000 tons of crude oil off the southern coast of England, the organization began focusing attention on alleviating the environmental impacts of the shipping industry. Today the IMO has devoted a section of its website at http://www.imo.org/home.asp to these environmental programs.The Marine Environment section, accessible through the menu at the top of the IMO homepage, provides an overview of how the IMO works to regulate and prevent marine pollution by ships, with links to in-depth information on the applicable international treaties. The first such treaty is the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78), which was adopted in 1973 and modified in 1978. This treaty governs accidental and operational oil pollution as well as pollution by chemicals, packaged goods, sewage, garbage, and air pollution. The 1990 International Convention on Oil Pollution Preparedness, Response and Co-operation calls on parties to establish measures for reporting and handling oil pollution incidents. The IMO also serves as secretariat for the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter, which was adopted in 1972.A list of links on the Marine Environment page leads to other topics of interest. The Ship Recycling page has a detailed overview of the IMO’s moves to govern the disassembly and recycling of ships. Although the organization adopted recommended guidelines on ship recycling in 2003, the IMO’s senior technical body agreed in 2005 to develop legally binding regulations for the design, construction, operation, and preparation of ships to enable safer and more environmentally sound recycling, along with rules for enforcing the instrument. The Ship Recycling page also has links to an IMO article on ship recycling, to pages on the current guidelines for ship recycling, and to the website for the joint IMO/International Labour Organization/Basel Convention Working Group on Ship Scrapping.The Prevention of Pollution section has links to pages on specific forms of pollution covered by the conventions that the IMO is responsible for (such as oil pollution, chemical pollution, sewage, and air pollution). These pages provide information on the specific protocols that govern each area, background on the pollution source and the problems it can cause, and details about how the treaties came about. Within this section there is also a page about shipboard pollution prevention equipment required under MARPOL 73/78.The Ballast Water Management section includes information on the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, which was adopted in February 2004, as well as information in seven languages on other IMO guidelines covering this subject. There is also an external link to the site for the Global Ballast Water Management Programme, a partnership between the IMO, the UN Development Programme, and the Global Environment Facility that seeks to help developing countries understand the problem of ballast contamination and prepare to implement the convention.FiguresReferencesRelatedDetails Vol. 114, No. 4 April 2006Metrics About Article Metrics Publication History Originally published1 April 2006Published in print1 April 2006 Financial disclosuresPDF download License information EHP is an open-access journal published with support from the National Institute of Environmental Health Sciences, National Institutes of Health. All content is public domain unless otherwise noted. Note to readers with disabilities EHP strives to ensure that all journal content is accessible to all readers. However, some figures and Supplemental Material published in EHP articles may not conform to 508 standards due to the complexity of the information being presented. If you need assistance accessing journal content, please contact [email protected]. Our staff will work with you to assess and meet your accessibility needs within 3 working days.

Chapter 54 - Quality Control – Plus the Work of Ship Surveyors

Alternative sources of energy as marine fuels; the effect on the environment and the financial perspectives for a more sustainable future in the shipping industry

Study of damage safety assessment for a ship carrying radioactive waste

The paper presents regression formulas that allow us to estimate the final price of new container ships, based on TEU and deadweight capacity, service speed, length between perpendiculars and gross tonnage of container ships built from 2005 to 2015. The formulas were developed using the author’s own method based on curve fitting techniques and regression methods. The study shows that utilising the author’s method to predict the final price could offer greater accuracy solutions than any standard methods presented in literature. This method was implemented properly with ndCurveMaster curve fitting software which was developed by the author and was applied to develop regression equations presented in the article. The formulas presented in the article have practical application for estimation of container ship final price needed in transport studies or preliminary parametric container ship design. These equations refer to the most up to date vessels and offer the chance to advance ship design theory.

The increase of ship’s energy utilization efficiency and the reduction of greenhouse gas emissions have been high lightened in recent years and have become an increasingly important subject for ship designers and owners. The International Maritime Organization (IMO) is seeking measures to reduce the CO2 emissions from ships, and their proposed energy efficiency design index (EEDI) and energy efficiency operational indicator (EEOI) aim at ensuring that future vessels will be more efficient. Waste heat recovery can be employed not only to improve energy utilization efficiency but also to reduce greenhouse gas emissions. In this paper, a typical conceptual large container ship employing a low speed marine diesel engine as the main propulsion machinery is introduced and three possible types of waste heat recovery systems are designed. To calculate the EEDI and EEOI of the given large container ship, two software packages are developed. From the viewpoint of operation and maintenance, lowering the ship speed and improving container load rate can greatly reduce EEOI and further reduce total fuel consumption. Although the large container ship itself can reach the IMO requirements of EEDI at the first stage with a reduction factor 10% under the reference line value, the proposed waste heat recovery systems can improve the ship EEDI reduction factor to 20% under the reference line value.

The object of this paper is to present the design of an information system for the management of power system on a ship using software agents. In shipboard power system a large number of electric components are tightly coupled in a small space and when a fault happens in one part of the system may affect other parts of the shipboard power system. The Power Management System is a critical part of the control equipment in the ship. It is usually distributed on various control stations that can operate together and share information between each other or independently in case of special emergency situations in which ship have to operate. The system becomes more complex by applying renewable energy system due to special rules implemented by International Maritime Organization (IMO). Safe, secure and efficient shipping on clean ocean, suggested by IMO, require the development of appropriate design, operational knowledge and assessment tools for energy efficient design and operation of ships. Based on an analysis of the information flow of the data processing for making appropriate decisions, a control architecture for power distribution, which has to be hierarchical, is proposed. This control architecture is implemented as multi-agent system. It is modelled by Colored Petri Net

Problem definition: The uncertainty around trade and foreign economic policy contributes to supply chain risk. Academic/practical relevance: Whether such policy uncertainty will bring some production back to the United States or only redistribute the global supply chains among foreign sources is theoretically ambiguous and warrants an empirical analysis. In this paper, we study the relationship between trade and foreign economic policy uncertainty and the supply chain networks of American firms. Methodology: We use firm-level global supply chain data, transaction-level shipping container data, and policy uncertainty indexes constructed from leading media outlets to study how policy uncertainty correlates with changes in supply chain networks. Results: When U.S. trade policy uncertainty rises, firms with majority domestic sales decrease their supplier base abroad, whereas firms with majority foreign sales increase the number of foreign suppliers. Firms also substitute among foreign countries in response to their respective economic policy uncertainty—shifting suppliers from countries with higher uncertainty to ones with lower uncertainty. Firms requiring more specific inputs, producing more differentiated products, having higher market shares, and more central to the production network are more sensitive to policy uncertainty. Managerial implications: Supply chain restructuring following higher policy uncertainty puts the market value at risk. Managers should consider customers’ locations when making global supply chain restructuring decisions. Funding: B. Charoenwong acknowledges funding from the National University of Singapore [Start-Up Grant R-315-000-119-133] and the Singapore Ministry of Education [AcRF (Academic Research Fund) Tier 1 Grant R-315-000-122-115]. J. Wu acknowledges funding from the Hong Kong RGC (Research Grants Council) [Grant 14504621]. Supplemental Material: The online appendix is available at https://doi.org/10.1287/msom.2022.1136 .

Hydroelastic response of 19,000 TEU class ultra large container ship with novel mobile deckhouse for maximizing cargo capacity

The authors (and the late Bob Riggins) published a paper for ASNE Day 1988 (1) entitled, “Naval Ship Design—Evolution or Revolution?” The authors predicted that a revolution in naval ship design was possible. In the intervening years has a revolution in fact occurred? Or even gotten closer?In 1990, NAVSEA's Chief Engineer initiated the Ship Design, Acquisition and Construction (DAC) Process Improvement Program. The DAC process improvements are revolutionizing warship design by making design everyone's job. This paper discusses current initiatives such as: Concurrent Engineering: Integrated product and process development teams, collocated physically or electronically, employing a new design methodology to harness the true power of multi‐functional teams. Systems Engineering: A top‐down integration of combat/weapon systems and HM&E systems into a total warship system. Transition of New Technologies: Assessing and integrating emerging technologies with new ship designs. Modeling and Simulation (M&S): Simulation based design/virtual prototypes, 3‐D digital product models, and CAD/CAM/CAE. How these concepts are being applied to the early 1990s designs of CVN 76 and LPD 17 is described in this paper. The potential for truly revolutionary changes for future ship designs just getting underway is also discussed. One guiding principle that remains unchanged is the leadership role of NAVSEA's design engineers.

A risk model of passenger ship fire safety and its application

" In this paper shows analysis on container ship design. Today, containers on vessel contain a wide range of different goods from consumer goods as shoes and electronic devices to chemicalsand other raw materials. Nevertheless, a container vessel is a cargo ship that carries all of its load in truck-size intermodal containers, in a technique called containerization. This article briefly discusses the scheduling of current conbtainer ship. Threfore, the manuscript major are: design of cargo ship, analyzed two model from vessel, types of container ships, etc. The design of a cargo ship was done with the NX software from Siemens. Finally, the recent trends in container vessel programming and the shortcomings of existing models are discussed. "

Forecasting design and decision paths in ship design using the ship-centric Markov decision process model

The issue of hydroelasticity caused by hull vibration has become an unavoidable problem in the design and verification of large ships. Driven by environmental protection and economical efficiency, the size of ships are increasingly larger, and the resulting springing and whipping response and their effects on fatigue damage has been paid more and more attention especially for ultra large container ships (ULCS). Many classification societies typically check fatigue damage caused by vertical bending when considering springing, while it needs to be emphasized that large container ships can suffer severe torsional loads compared to other large ships due to wide breath and big hatch openings. In the existing stress calculation method, the finite element analysis method obviously has a high calculation accuracy. However, there are so much work to do with FEM model established, and partially refined, operated at all sea states etc., which not only requires much time, but also higher computing equipment. Therefore, in this paper, a simplified calculation method of fatigue damage considering the effect of bending and torsion is proposed, and a 21000TEU will be calculated by this method. The wave loads on the hull structure will be estimated based on the 3D linear hydroelastic theory coupling horizontal and torsional vibration, and the stress caused by bending and torsion will be obtained respectively. Finally, the fatigue damage is calculated by spectral analysis method considering high frequency springing loads. Then the effect on large container ships’ fatigue due to bending and torsional vibration is discussed.