This paper displays the results obtained through exploratory research carried out through an online form that sought to assess the level of preparation of ports and port terminals in the face of climate change. This work was developed with the intention of complementing and continuing the research carried out by UNCTAD 2018 and published under the name UNCTAD Research Paper nº 18. That work identified biases due to the low number of participating ports in the South American and Caribbean region. This research was conducted with the objective of filling this gap. This paper also highlights the main differences between the two studies.

As a result of the increased pressure to reduce cost and delivery times of modern ships, many shipyards are revising their processes and tools to manage and share information across all shipyard departments. An important part of this process is in many cases the implementation of PLM (Product Lifecycle Management) Systems or an extended use of the PLM Systems to manage all the information that must be shared by the shipyard departments (engineering, purchasing, planning, operations, production, etc.). The solution presented in this panel for an advanced integration between the CAD and the PLM intends to comply with the most demanding requirements of the shipyards as well as to maintain the efficiency, the scalability and the performance of the shipbuilding CAD tool. This project presents in detail the architecture of the applicability solution as well as the expected advantages and benefits for any shipyard. The use of specialized shipbuilding CAD Systems in a shipbuilding environments is crucial for the efficient design and manufacturing of ships. The scalability refers to both the number of CAD users and to the number of vessel items to be handled. Vessels are very complex products that may be composed of millions of items, requiring a large number of designers, accessing concurrently to the vessel product model. The design cycles of these vessels are usually very long and there are many design changes along the whole vessel lifecycle. Performance is another critical requirement, especially in the detail design and manufacturing stages, when the detail design is almost complete, there are hundreds of users working on the model, model changes are constant and information for the production processes must be provided continuously.

We addressed the problem of estimating man-hours to fabricate a curved hull using cold and thermal forming methods and analyzed the current forming methods and identified parameters affecting the forming time. Subsequently, we obtained mathematical formulae that relate geometric parameters (curvedness and area), with a forming parameter (forming time), through experiments and simulations to estimate the forming time when a curved plate is provided as an input. We tested the formulae using examples and analyzed the results to verify their validity. Results show that the derived relations can be used for man-hour prediction of curved hull plates in shipbuilding.

This paper presents the application of marine Molten Salt Reactors (m-MSR), as a means to decarbonize shipping as per IMO 2050 goals. m-MSRs are compared to other propulsion and powering alternatives for a VLCC, a Capesize bulker and Ultra Large Container Ship by modeling CAPEX and total life cycle OPEX, emissions and externalities. The CORE-POWER study concludes that m-MSRs are the most sustainable and economic option for shipping decarbonization as they allow for safe (low total life cycle, externalities and risk), abundant electric power (high reliability, high availability, power on demand), and at low cost (not only in respect to private costs but also in respect of usage or resources). Development of m-MSR technology is on-going and the first m-MSR powered vessel is planned for launch by 2030.

Sea trials were performed on a rigid-hulled inflatable boat owned and operated by the Canadian Coast Guard. Vessels like these are complex multi-variable systems where factors of interest like fuel consumption and efficiency are dependent on a multitude of other elements. Prescriptive tests were completed and analyzed to determine typical performance metric, however, performance curve generation proved to be difficult. A new statistical method has been developed to filter the noise associated with these systems. Using time-domain based segmentation and variance, steady-state values for all channels are determined upon which performance curves for a particular vessel can be based. The method was used to determine performance curves for fuel consumption, engine performance, and range. Inference of maximum range and optimal speeds were determined using simple trend-line fits to this data.

Offshore floating production platform truss type topsides structure often consists of truss, deck plates and stiffeners. Since these deck plates are usually thin, they are traditionally viewed as shear plates in topsides structure design, or ignored in the modeling to be conservative. While it seems to be conservative for hull structure evaluation to ignore the effects of deck plates completely, it is also possible to underestimate the loads transmitted to deck structure with an integrated deck and hull structure model. On the other hand, while taking into account the deck stiffened plates with normal stress and shear stress capacity, the hull structure design could benefit from less distributed loads on hull for an integrated deck and hull structure model, provided that the deck plate buckling capacity can be justified. In this study, a semisubmersible global FE model of hull and topsides deck is analyzed with three approaches: considering deck stiffened plates with full capacity, considering deck stiffeners and plates as shear plates, and ignoring deck stiffened plates. The differences in hull critical structure internal loads among these three approaches are quantified. For the integrated model, ignoring deck stiffened plate approach induces the least deck structure loads, and results in the highest hull structure loads especially in diagonal seas. The full capacity deck plate model induces the highest deck structure loads, and results in the lowest hull structure loads. The model in which the deck plate is modeled as a shear plate functions similarly to the model in which the deck plate is modeled as a regular plate for the internal load distribution. It is thus recommended that in all design stages, appropriate deck stiffened plates stiffness and its effects on the design should be taken into account.

In this paper, we discuss partition acoustic performance in the marine environment. We give an overview of relevant standards, typical approaches to measurement, and calculation methodologies. A discussion of lab-tested partition performance and in situ measured values is provided in this paper, with commentary on typical flanking paths. Applicability of the Rw criteria to the marine industry and practical aspects of performing these tests in a marine environment are also discussed. These new requirements may help improve the life and safety of marine workers. However, to be effective many details of partition design, installation, and testing must be properly executed.

With the implementation phase of the 2004 International Convention for the Control of Ships' Ballast Water and Sediments having commenced in September 2017, the need to install and operate Ballast Water Management Systems [BWMS] aboard actively trading vessels is a requirement for the marine industry. As the ability to move ballast water is vital to shipboard operations, it is of critical importance that the installed BWMS possess a support network capable of providing prompt and effective response to system malfunction thereby preventing unscheduled vessel operational delays and expensive consequences. By developing and deploying an infrastructure for remote access to customers, field-service personnel, and installed BWMS equipment, manufacturers may implement vast improvements in the economics, organization, and safety of their support networks. This paper offers a brief introduction to the context of the International Maritime Organization (IMO) D2 standard, expands on challenges associated with traditional approaches to shipboard equipment support, elucidates methods for implementing remote access technologies as solutions for efficient field support, and explores the real-world applications/capabilities of utilizing such technology. Additionally, this paper highlights the incumbent need for all ships' equipment to be designed with digitization in mind to improve operability and enable remote troubleshooting and maintenance in real-time.

This paper provides the results of model tests in ice to evaluate the performance of the USCG Mackinaw Icebreaker which equipped with two podded propulsors and compares with the data obtained from the full-scale ice trials. The objective of this collaborative model test program between the NRC and USCG was to understand the capability and limitation of the model tests with podded vessels in ice. As a result, the model tests showed a good agreement with attainable speeds at selected power levels but an overestimation of the ice resistance by an average of 7 % (from -10 % to 25%). Further discussion of podded icebreaker performance including turning circle tests in ice is provided and future work is proposed. This paper also provides a discussion of two different flexural strength test methods, which are simple beam and cantilever beam tests.

A revival of piracy activities and an increase in illegal, unreported, and unregulated fishing in the Gulf of Guinea forced governments to take actions against those illicit maritime activities. A new vessel type was selected to help in fighting these threats. The rapid patrol boat RPB33 is designed with a planing hull form to operate in a range of speed to length ratio not exceeding 3. The main objective of this research is to estimate its calm water powering performance through semiempirical methods. A comparison of resistance to speed curve with a round bilge semi-displacement hull will feed the discussion on the adequacy of the hull form to reduce drag and fuel consumption and help to advocate for an increase in the speed range. Although subject to experimental verification, the results show that the high-speed round bilge displacement hull is adequate for fighting illegal marine activities in the Gulf of Guinea.

The interaction between the structural response and hydrodynamic loading (hydroelasticity) must be considered for design and operation purposes of high-speed planing craft made of composites, which are prone to frequent water impact (slamming). A computational approach was proposed to study the hydroelastic slamming of a flexible wedge. The computational approach is a loose two-way coupling between a Wagner based hydrodynamic solution and a linear finite element plate model. Verification and validation (V & V) was performed on this coupled model. It was found that the model over-predicts rigid-body/spray root kinematics by less than 15% and hydrodynamic loading/structural response by less than 26%.

With increasingly inexpensive computational resources, big data and machine learning are more available and approachable than ever before. Many industries are moving towards including big data analytics in their current processes and having success using machine learning techniques to improve existing systems and methods. The drive within the naval architecture community over the last couple of decades towards set-based design and design space exploration has resulted in increasingly large and more readily obtainable sets of ship design data. This research focuses on coupling the state-of-the-art in machine learning techniques with the increasingly available ship design data in order to improve the hull form design process.

As in automotive, the use of lithium-ion batteries onboard vessels is increasing rapidly. Whether in hybrid or all-electric mode, the technology makes possible significant to even game-changing reductions in fuel consumption and emissions. However, as their use increases, so too will negative impacts both before installation on the ship and after removal. At the front end, this paper will explore the abundance of the raw materials, their mining and related ecological and societal concerns. At the back end, reuse markets and recycling will be covered including cost drivers and emissions. Recycling will examine the methods and their efficiencies, module disassembly problems and neutralization of remaining charge. The paper will close with environmental risks in disposal.

As ship systems become increasingly complex, system commissioning must evolve to maintain the confidence of all stakeholders, including shipyards, prospective owners, crew, classification societies, underwriters and others. Traditional commissioning activities rely on physical functional tests and/or cause and effect requirements that can fail to detect certain system level malfunctions. Specifically, malfunctions that require system conditions that may be difficult, dangerous, or costly to recreate in a physical environment can expose the weakness of traditional commissioning. Complex system modeling and simulation for virtual commissioning allows for more in-depth testing of physical systems. Through virtual commissioning, simulated tests can be conducted with no threat to equipment or personnel and can be performed quickly and more cost effectively. This paper discusses ABS’ efforts to facilitate virtual commissioning of complex systems. The paper addresses traditional commissioning and how virtual commissioning with simulation models minimizes the risk to equipment and personnel. We believe the Classification process will change, and this paper discusses the role of class societies and the benefits related to virtual commissioning.

At the center of litigation involving vessel collisions and allisions is the history of the movement and interaction of the vessel with its surroundings. Forensic analysis of an incident, and sometimes litigation, seeks to resolve the causes and timing of the vessel movements. Simulation and animation are tools to analyze the vessel movements, and simulation is a tool to analyze the actions and possible alternative actions that could have been taken by the operators. Animations can serve to present reconstruction of the accident in a visual form. Animation is also a tool used to explain complex events and devices to a less technically sophisticated audience. This paper provides examples of simulations and animations that enhance understanding of marine accidents and describes the characteristics that may make these tools suitable for use in litigation.

Iron has a property called "auto-ignition". For cutting, that property is the mechanism for the oxy-fuel cutting process. When iron is heated to the auto-ignition temperature 1,315 degrees Celsius (2,399 degrees Fahrenheit), then the iron will ignite, and "burn" in normal atmosphere, and at lower temperature of 900 degrees Celsius, or less, in the presence of pure oxygen. The method of heating is irrelevant, because the chemical reaction with the oxygen is the primary mechanism of the cutting. For standard oxy-fuel cutting, the metal is cut almost entirely by that exothermic chemical action. The surface of the iron is melted by the heat of the oxidation reaction. The force of the oxygen stream quickly moves the oxide which is produced away from the cut-zone. This ensures a clean liquid iron surface on which the oxygen stream impinges. The heat to keep the cut going - once it has started - is provided partly by the burning oxygen plus fuel mixture, and partly by the heat from the chemical reaction of the heated iron with the oxygen. The new cutting process uses induction heating of the iron/steel instead of burning oxygen plus fuel. Oxidation of the iron is still the primary heat source to melt the iron, and the oxygen stream force removes the oxidized iron, so the oxygen can continue to reach the melted iron. Induction is many times as efficient for heating the iron to the auto-ignition temperature. So, a cutting system consisting of the induction heating and then followed by a stream of oxygen can cut many times faster than oxy-fuel. Also, a combination of induction heating and a plasma torch can heat the metal even faster. So the hybrid induction-plasma process has also been invented. The plasma, while very hot and precise, is not an efficient heating mechanism. But, by combining the induction with plasma, the high quality of a plasma cut is achieved, but the cutting speed can be 10X, or more, faster than using the plasma alone.

In this work, effects of manufacturing defects on the cavitation performance of a propeller blade section were studied with 2-D steady RANS solvers. DTMB modified NACA66 a = 0.8 sections without and with leading edge (LE) defects were investigated at various angles of attack using Star-CCM+ on structured grids. Using the best-practice settings, verification studies were carried out for the cavitation buckets of a 20% thick 2% camber section without a defect. The main body of this work examines minimum pressure coefficients on a 4.16% thick 1.4% camber section with and without defects near the LE. These lead to conclusions about the relative cavitation inception speeds of defective sections and the consequences for manufacturing tolerances.

In this paper, we analyze changes in shipbuilding and how they have impacted electrical demands in the ship lifecycle. Different scenarios and perspectives are taken in consideration, starting from the most conceptual ones required by society to more specific electrical requirements. Most electrical pro-jects in shipbuilding are still conducted with 2D tools. This paper describes how a complete and data-base-oriented solution for electrical design in shipbuilding can be achieved for more efficient electri-cal design, installation and change management. We describe a software solution that allows project work to be carried out concurrently in the ship lifecycle and where electrical design is fully integrated with the ship product model. This creates a digital thread. The challenge is to provide a complete elec-trical shipbuilding solution that is connected to the other ship project applications and that can be used efficiently considering the different working environments of shipyards and subcontractors.

While transiting off the Southeastern Connecticut coast in 2019, F/V Emma & Maria experienced a knock down incident. This paper investigates the causal factors of this event, specifically focusing on stability challenges common to the New England commercial fishing fleet. After identifying contributing factors to the incident, an incline test was conducted to determine the center of gravity of the recently modified vessel. A stability, seakeeping and operability analysis, across a range of operational and worst-case conditions, is presented to determine the limitations of the vessel. To improve vessel operability, the addition of concrete ballast in the aft bilge is proposed, resulting in an improvement in both vessel stability and seaworthiness. Possible improvements to current fishing vessel regulations are also suggested to improve the safety of the fleet.

The main purpose of this work is the development of the wave reconstruction and prediction system RIMARC for forecasting of waves and vessel motion in real time a few minutes in advance. RIMARC (Radar IMAge ReConstruction and wave prediction) utilises ocean surface measurements from a standard X-band navigation radar as input and provides the short-time forecast of phase-resolved temporal-spatial evolution of the wave field downstream as output. Independent field tests were performed on board the subsea offshore IMR vessel Normand Ocean. The tests covered significant wave heights from 1 to 7 metres and showed that the wave spectrum and short-time phase-resolved wave evolution at vessel site are correctly predicted 4-8 minutes ahead.