1. RESEARCH PROJECTS PAVE THE
WAY TO LIGHTWEIGHT
SOLUTIONS IN SHIPBUILDING
R A M S S E S F I N A L C O N F E R E N C E – N A N T E S , 1 7 T H N O V E M B E R 2 0 2 1
S T E P H A N E PA B O E U F
4. INTERNATIONAL SHIPPING & GHG
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International Shipping
➔ 90% of global trade
➔ 2.7% of CO2 global emissions
CO2 Emissions
breakdown by sector (2019):
CO2 Emissions
breakdown by Transport (2019):
Other
6%
Power coal
27%
Power gas
9%
Power oil
2%
Transport
24%
Industry
23%
Buildings
9%
Other
2%
Road
(Passenger)
45%
Road (Freight)
29%
Aviation
12%
Shipping
11% Rail
1%
6. HOW WILL THE IMO GOALS BE ACHIEVED ?
0
500
1000
1500
2000
2500
3000
2010 2015 2020 2025 2030 2035 2040 2045 2050
IMO2050 ambitious goals
IMO business-as-usual emission scenario
Design and technical measures (EEDI)
Operational measures (SEEMP)
Minimum ambition emissions gap to fill using innovative measures, fuels and technologies
Maximum ambition emissions gap to fill using innovative measures, fuels and technologies
CO2
[million
tonnes]
40% Carbon Intensity
(CO2 emissions/Transport work)
reduction compared to 2008
70% Carbon Intensity
reduction compared to 2008
50% total CO2 emissions
reduction compared to 2008
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7. IMO REGULATIONS MARPOL ANNEX VI
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Source https://www.imo.org/
TECHNICAL MEASURE
Carbon Intensity Requirement
For Ship by Design
OPERATIONAL MEASURE
Carbon Intensity Requirement
For Ship in Operations
NEW CONSTRUCTIONS
Energy Efficiency Design Index
(EEDI)
Given ship: Attained value < Required value
EXISTING SHIPS
Energy Efficiency Existing Ships Design Index
(EEXI)
Given ship: Attained value < Required value
Part I: Ship management plan to improve emergency efficiency
Part II: Ship fuel oil consumption data collection plan (IMO DCS)
Annual Carbon Intensity Indicator (CII)
- Operational CII rating of ships (A,B,C,D,E)
- Given ship: annual attained value in rating band
- Corrective action and incentives
Ship Energy Efficiency Management Plan
(SEEMP)
SHIP’S INTERNATIONAL ENERGY EFFICIENCY CERTIFICATE
8. WHAT IS THE EEDI?
Energy Efficiency Design Index (EEDI) and Energy Efficiency eXisting ships Index (EEXI) formula:
Correction factors
(by ship segment)
Theoretical CO2 Emissions for a given ship design
Main
engine emissions
Auxiliary
engine emissions
Main engine
energy savings
PTI
shaft-motor
Auxiliary engine
energy savings
Theoretical Transport Work for a given ship design
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9. EEDI
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The EEDI baseline is defined for selected group of ships representing an average index value calculated as the mean value for ships
concerned.
Reduction rates have been established up to beginning of 2025.
Same principles apply to EEXI approach with other EEXI baseline and reduction rates from 2023 and beyond.
10. CII
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The operational carbon intensity reduction requirements, based on a new operational
carbon intensity indicator (CII). Vessels will be rated on a five-tiered scale (from A to E)
with mitigation measures required for ratings D & E. CII will be applicable to merchant
vessels of 5000 GT and above.
Actual Annual CO2 Emissions
Actual Annual Transport work
11. HOW TO ACHIEVE OBJECTIVES?
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A wide variety of design, operational and economic solutions
Achieving the goals of the Initial IMO GHG Strategy will require a mix of technical, operational and innovative solutions
applicable to ships. Some of them, along with indication on their approximate GHG reduction potential, are hilighted here.
12. WATERBORNE TP
Strategic Research and Innovation Agenda of ships & shipping
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Fishing Research Vessel
85m
ROPAX
204m
Containership
250m
45%
36%
69%
Weight
Reduction
https://www.waterborne.eu/
14. CURRENT REGULATORY REGIME
Very little number of FRP ships registered at IMO
SOLAS Ch.II-2 Regulation 2:
“The hull, superstructures, structural bulkheads, decks and deckhouses
shall be constructed of steel or other equivalent material. ”
SOLAS Ch.II-2 Regulation 17: “Alternative design and arrangements”
On basis of Equivalent Safety
MSC.1/Circ.1574 Interim guidelines for use of fibre reinforced plastic (FRP)
elements within ship structures: Fire safety issues
= barrier
= opportunity
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23. FIBRESHIP
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FIBRESHIP addresses the feasibility of using FRP technology for large-length vessels, trying to overcome the identified
technical challenges and promote a change in the regulatory framework that enables their design, building, and operation.
Main particulars of FIBRESHIP:
▪ Grant Number: 723360
▪ Duration: 36 months (June2017-May2020)
▪ Project Budget / EU Contribution: €11M / €8,7M
▪ TRL: 7-9
▪ Collaboration between 18 partners of 11 countries
25. FIBRESHIP – DEMONSTRATOR
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3D FEM model
Decks & Bulkheads Beams
Reinforcements & Spaces
STANDARD SCANTLING FOR STRUCTURAL DESIGN
Classification Society
Rules
Midship and
Web-frame
Scantling
Structural configuration
definition
1st stage
Materials and laminates
definition
3D MODELLING
From Midship to a full
3D ship structure
2nd stage
Demonstrator
design for
construction
FEM Analysis
Optimization stage
28. FIBRESHIP – PERFORMANCE CRITERIA &
PROJECT GUIDELINES
Fire safety
❑New notation for fire resistance of FRP fire divisions: REI
▪ R (load bearing capacity)
▪ E (integrity)
▪ I (insulation)
❑Proposal of new SOLAS space classification for FRP vessels
▪ 14 categories
❑New structural fire protection time: REI requirements
❑Consideration of new performance criteria for:
▪ Fire tests
▪ Risk to life due to smoke and toxicity
Adjacent space →
Space on fire ↓
A 60 60 60 60 30 30 30 30 30 30 60 60 60 60
B 60 60 60 60 30 30 30 30 30 30 60 60 60 60
C 60 60 60 60 30 30 30 30 30 30 60 60 60 60
D 60 60 60 60 30 30 30 30 30 30 60 60 60 60
E 60 60 60 60 FRM FRM FRM 30 30 30 60 60 60 60
F 60 60 60 60 30 30 30 30 30 30 60 60 60 60
G 60 60 60 60 FRM FRM FRM FRM FRM 30 30 30 30 30
H 60 60 60 60 FRM FRM FRM FRM 30 30 60 60 60 60
I 60 60 60 60 FRM FRM FRM 30 30 60 60 60 60 60
J 60 60 60 60 30 30 30 30 60 60 60 60 60 60
K 60 60 60 60 30 30 30 60 60 60 60 60 60 60
L 60 60 60 60 30 30 30 60 60 60 60 60 60 60
M 60 60 60 60 30 30 30 60 60 60 60 60 60 60
N 60 60 60 60 30 30 30 60 60 60 60 60 60 60
N
H I J K L M
A B C D E F G
Space
classification
Description
Space
classification
Description
A Control stations H Areas of minor fire risk
B Stairways I Areas of moderate fire risk
C Corridors J Areas of high fire risk
D Evacuation stations and external escape routes K Machinery spaces
E Open decks L Auxiliary machinary spaces
F Sanitary and similar spaces M Special category and ro-ro spaces
G Tanks, voids with no or little fire risk N Cargo
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29. FIBRE4YARDS
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This project has received funding from European Union’s Horizon 2020 research
and innovation programme under grant agreement n° 101006860
30. FIBRE4YARDS – OBJECTIVES
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The focus of the FIBRE4YARDS project is the entire value chain (the shipyards and
their ecosystem) cooperatively working on small and medium length fibre-based
ships in a digital environment.
The main objective of the project will be achieved by:
1) Introduction of smart and secure engineering, manufacturing and data
sharing concepts in ship production.
2) Embedding advanced and highly automated FRP production technologies in
the Shipyard 4.0.
Application of these technologies in the ship production, maintenance and
dismantling.
3) Develop and validate new (digitalized) engineering and analysis simulation
solutions to support modular ship design and construction in the Shipyard 4.0
concept.
4) Facilitate the industrial deployment of the FRP Shipyard 4.0 by providing
guidelines for design, production, certification, and staff training.
5) Development of business plans and Intellectual Properties Rights (IPR)
strategies for the shipyards and associated production industries.
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31. FIBRE4YARDS – MANUFACTURING PROCESSES
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FIBRE4YARDS will develop new FRP production technologies, and will also look into advanced production
processes already used in other industries (aeronautics, wind, etc.) to adapt them to the marine sector.
Out of die UV cured pultrusion for manufacturing curved profiles (IRURENA)
Hot stamping of thermoplastic materials (INEGI)
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34. FIBRE4YARDS – APPLICATION CASES
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➔FIBRE4YARDS will design two ships, optimized by means of the production
methods developed, and enabled to be produced in a Shipyard 4.0 environment.
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MOTOR BOAT
• Two 3D printed halves.
• Modules connection techniques.
• Internal structure layout redefinition.
• Verification of resultant design: Naval
architecture and structure FEA.
• Verify compliance with rules.
CATAMARAN
• Superstructure with curved panels.
• Use of pultruded reinforcements.
• Connection techniques.
• Verification of resultant design: Naval
architecture and structure FEA
• Verify compliance with rules.
• Modular production optimization
• Assembly/connection of modules optimization
• Attachment of reinforcements optimization
• Production/assembly compliance with rules
verification
• Optimize production of curved panels
• Optimize production with pultruded reinforcements
• Optimize assembly/connection of S/E with hull
• Optimize S/E aerodynamics
35. FIBRE4YARDS - IMPACTS
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1. Competitiveness and growth for small and medium shipyards
Implementation of Shipyard 4.0 will increase the competiveness of European shipyards
2. Employment and skills of European workforce
Advanced manufacturing procedures will solicit workforce with improved skills
3. Improved environmental performance
FRP ships manufactured with advanced production procedures will use less material more efficiently, reducing
significantly the ship’s weight. A Life Cycle Analysis (LCA) will accompany this change
4. Multiplication effect within Europe
Developments made towards Shipyard 4.0 will be easily adapted to other shipyards besides the ones directly
involved in the project, spreading the results easily
5. Maximise EU added value by minimizing technology leakage
Business plans and protection strategies for the IPR generated in the project will be developed
36. QUALIFY
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Interreg2seas project, 2017-2021, 3.8 M€
▪ 11 partners: shipbuilders, class societies, research centers and
technology providers
▪ 4 EU Member countries: Netherlands, Belgium, France and UK
▪ 19 observers
▪ Objectives:
▪Evaluate the long term structural performance of the adhesively
bonded joint under representative environmental conditions
▪Develop a certification procedure for adhesively bonded hybrid
joints representative for marine structures
▪Develop a reliable inspection and maintenance protocol for
adhesively bonded hybrid joints
This research was carried out within the project “QUALIFY – Enabling
Qualification of Hybrid Joints for Lightweight and Safe Maritime Transport”,
co-funded by the INTERREG 2SeasMers Zeeën programme
http://www.interreg2seas.eu/qualify
37. QUALIFY – TESTING AT DIFFERENT SCALES
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‒ Properties of adhesive (tensile, shear) in aged and unaged
conditions
‒ Evaluation of interface properties
‒ Static test on Arcan specimen (1m long)
92
983
‒ Strength and fatigue evaluation of joints in different load
conditions
38. QUALIFY – FATIGUE SCREENING
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Histogram of stress levels in the adhesive joint of an actual ship
over 25 years is represented with blue lines (safety factor 10)
Laboratory histogram
• Clipping of loads below 0.5MPa (safety factor 2 on fatigue limit)
• Binning of stress levels per 0.25MPa represented by orange
lines (all cycles combined at highest stress level)
Block
Maximum
average shear
stress
Cycles
1 2.00 MPa 4
2 1.75 MPa 76
3 1.50 MPa 1265
4 1.25 MPa 11420
5 1.00 MPa 198830
6 0.75 MPa 3265000
Double strap joints subjected to salt spray
ageing protocol
R-ratio = 0,1; frequency = 4 Hz
Conservative
fatigue limit at
1MPa
39. QUALIFY – FATIGUE ON AGED SPECIMENS
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~ 942
~ 145
~ 15
~ 85
100
Anti-corrosion paint ~10 mm-adhesive
Composite panel
Ste
el
Foam
Adhesive removed
Plots of (residual) tensile strength
‒ AFs = aged; Fs unaged
‒ T = tensile
‒ F+T = fatigue + tensile
• 15mm of adhesive removed to simulate
degradation
• 10 weeks immersed in salt water at 50°C
• Subjected to fatigue load histogram
• All specimens survived
40. QUALIFY – MONITORING, INSPECTION & SHM
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Fiber Optic Sensor (FOS) path
The monitoring and inspection protocol will be prepared based on the results
obtained and will be part of the Guidelines.
45. …LEADING TO LIGHTWEIGHT SOLUTIONS
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➔IMO, Waterborne TP and
EU projects are nicely
aligned and working
together to take the
climate change challenge.
INNOVATION for:
- Improving the safety
- Optimising the design
- Improving the efficiency
- Reducing the environmental impact
46. Slide / 46
SHAPING A WORLD OF TRUST
W W W . B U R E A U V E R I T A S . C O M
