International Maritime Organization Resolution Research Articles

The EGNOS Augmentation in Maritime Navigation.

The objective of this work is the evaluation of the performances of EGNOS (European Geostationary Navigation Overlay System) augmentation system in maritime navigation by comparing them with those obtained by other positioning methods as Single Point Positioning (SPP) and Differential Global Positioning System (DGPS). Preliminarily, EGNOS performances in an open-sky context were evaluated through static data downloaded by EGNOS RIMS (Ranging and Integrity Monitoring Stations) located in Rome. Then, for the maritime test carried out onboard a boat in the Gulf of Naples, two dual-frequency receivers were used: Xiaomi Mi 8 smartphone and u-blox ZED-F9P multi-band GNSS (Global Navigation Satellite System) receiver, both in kinematic mode. At last, IMO (International Maritime Organization) requirements, established in IMO Resolution A.1046 (27), that a SBAS (Satellite Based Augmentation System) system in particular scenarios (coastal, inland-water, harbor navigation and ocean waters) must respect, were verified.

Legal regulation of Port State Control

This article deals with the requirements of the International Maritime Organization for the legal regulation of Port State Control, which is an effective mechanism for ensuring the safety of navigation and protecting the environment from marine pollution from vessels.
 The need to strengthen control over ships by the port state is determined by the following circumstances – the aging of the world fleet, reduction of ship crews, complication of technical equipment and transportation technology.
 A necessary condition for the safety of navigation should be sufficiently complete and strict control in ports over the application of the provisions of international conventions on ships. The purpose of such control is to identify vessels that do not comply with current international standards and take the necessary measures (detention of a vessel in the port, termination of cargo operations, delay in departure) to correct the deficiencies.
 The legal basis for such control is the international conventions of the International Maritime Organization and the International Labor Organization. Regional Organization of Port State Control – Paris Memorandum on Port State Control of Ships, was established in 1982 by 14 European countries to coordinate efforts to inspect foreign ships in European ports.
 The Paris Memorandum of Understanding Committee on Port State Control on 17 May 2010 at its 43rd session in Dublin, Ireland, finally approved the new inspection regime. A feature of the new inspection regime is the division of ships into three levels of risk: low, medium and high.
 The Black Sea Memorandum of Understanding (BS MOU) was established in April 2000. The member countries are Bulgaria, Georgia, Romania, Russian Federation, Turkey and Ukraine. The scope of BS MOU is the geographical coverage of ports located on the Black Sea coast. Currently, the Port State Control procedure is carried out based on the requirements of IMO resolution A.1119 (30).
 As the experience of states that have acceded to the International Maritime Organization (IMO) conventions on the safety of navigation shows, flag states did not fully exercise control over compliance with and implementation of the convention requirements. As a result, there has been a significant increase in ship accidents, so further expansion and strengthening of control over ships by the port State of visit becomes an important task for IMO at present.

INNOVATIVE TECHNOLOGY OF REACTIVE ENERGY COMPENSATION FOR IMPROVING SHIP'S EEDI

Global warming, caused mainly by greenhouse gas emissions, prompted the world community to sign the Kyoto Protocol in 1997. The regulation of greenhouse gas emissions and related economic activities have ceased to be the prerogative of national authorities and become the subject of international agreements. Due to the largest air pollutants from the world's oceans are ships, the International Maritime Organization (IMO) adopted in 2003 Resolution А.962 (23): "IMO Policy and Practice on Reducing Greenhouse Gas Emissions from Ships", and determined that it is possible to achieve significant reductions in greenhouse gas emissions from ships through the adoption of technical and operational measures. This suggests that ships need to be more energy efficient, operating conditions are well thought out, and a clear methodology for assessing ships in terms of greenhouse gas emissions. The estimated energy efficiency factor of the vessel is the Energy Efficiency Design Index (EEDI), which is calculated according to a formula developed by IMO with the possibility of improving it through innovative energy efficient technologies. Since the entry into force of the IMO resolution, mainly work is underway to improve the EEDI based on existing innovative technologies in various categories. Progress does not stand still, but the list of new innovative technologies for energy efficiency categories has not expanded. The presented article is devoted to the development of innovative technology of category C, to improve the energy efficiency index of the ship structure. This technology can used on its own, as well as an additional tool to extend the capabilities of existing energy efficiency technologies. In addition, the innovative technology for reactive energy compensation allows improving the EEDI and environmental performance of already operating vessels, through their simple modernization during planned repairs. Keywords. Energy Efficiency Design Index (EEDI), innovative energy saving technologies, power factor correction

Vessel Traffic Services (VTS) and e-Navigation to safely and efficiently connect Regions

VVessel Traffic Services (VTS) are shore-based systems to ensure safe and efficient flow of shipping along coast lines and from and to ports. They are standardized and regulated by United Nation’s International Maritime Organization (IMO) with major contributing work from International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). VTSs serve as an additional safety barrier by contributing to the avoidance of maritime accidents and incidents. In the era of digitalization and automation shore-based services are becoming increasingly popular and an important tool to protect the marine environment. The Straits of Sunda divides the region of Western Java and Sumatra island. The straits serving national and international shipping and are characterized by high traffic density in its coastal waters, including crossing passage of the national heaviest ferry traffic. Consequently, it is one of the major safety concerns in Indonesia. Four accidents of ships’ collision, grounding, and fire on board have been recorded in the area from 2011-2019 as officially reported by the national safety committee (KNKT). At the same time, VTS provides valuable services to mariners. The implementation of operational standards that comply with international rules and regulations, such as IMO Resolution A.857(20), and IALA Guideline 1111, should be further developed to benefit from the broader set of VTS function. A basic marine engineering study has been done to investigate the roles of Merak VTS implemented at Sunda Strait using German VTS operation as sample cases. In this respect, empirical studies were used to collect primary qualitative data and analysis of secondary data concerning the aspects of human element, the technical and administrative work. The research is to investigate how Merak VTS could potentially improve its contributions to traffic safety and in what way the new routeing and the mandatory ship reporting systems can be integrated to ensure positive effects. The outcome of first basic studies suggests that well adapted procedures, proper equipment, and especially well-trained VTS staff may provide a huge potential to further improve as well as optimize the operation of Merak VTS.

DEMONSTRATING THE CYBER VULNERABILITIES OF SIGNIFICANT MARITIME TECHNOLOGIES TO THE PORT FACILITIES AND ON BOARD OF VESSELS

Ships are increasingly using systems that rely on digitization, digitalization, integration, and automation, which call for cyber risk management on board. As technology continues to develop, information technology (IT) and operational technology (OT) onboard ships are being networked together – and more frequently connected to the internet. In 2017, the International Maritime Organization (IMO) adopted resolution MSC.428(98) on Maritime Cyber Risk Management in Safety Management System (SMS). The Resolution stated that an approved Safety Management System SMS should take into account cyber risk management in accordance with the objectives and functional requirements of the International Safety Management ( ISM) CODE. The IMO encourages administrations to ensure that cyber risks are appropriately addressed in safety management systems no later than the first annual verification of the company’s Document of Compliance after 1 January 2021. This paper presents Guidelines on Cyber Security Onboard Ships that are aligned with IMO resolution MSC.428 to asses companies to identify risks arising from the use of IT and OT onboard ships and establish appropriate safeguards against cyber incidents, The aim of this study is to analyze cyber vulnerabilities of significant maritime technologies to the port facilities and on board of vessels , Evaluates the different frame works and guidelines on maritime cyber risk management to demonstrate the seriousness of maritime cyber threats for national security.

Mechanical integrity of gas turbine enclosure doors under fire test conditions for A0 fire rating

PurposeAs fire doors are passive fire protection parts, the doors have to be certified through standard fire tests. It is usual practice to perform the standard fire testing on the components which require the fire certification. However, some gas turbine enclosure doors are too large to test at the test facility and hence the fire resistance test is practically not possible. The purpose of this paper is to develop a reliable finite element model, validate the model using the specimen door test results and extend the method to actual gas turbine enclosure doors to support the fire certification.Design/methodology/approachFirst, the standard fire testing on enclosure door test specimen was carried out. Second, the finite element analysis model was built and tuned to match the standard fire test deflections, and finally, the same modelling technique was extended to model the actual gas turbine enclosure door to verify the results for fire certification process.FindingsGap analysis, a method of post processing is suggested for result analysis. It was found suitable to verify the gap openings which are required for A0 rated fire certification according to fire test procedure code and also to check the mechanical integrity of the enclosure door frame assembly.Originality/valueThe method presented in this work could be used as support information along with the test specimen results for A0 class fire rating certification of the doors according to International Maritime Organization Resolution MSC.307 (88) Annexure 1: Part 3.

Durability and flammability evaluation of SGA structural adhesive joints consisting of a thick adhesive layer for shipbuilding

ABSTRACTThere are advantages to replacing weld joints with structural adhesive joints in shipbuilding, including reduction of labor associated with hot work and straightening work. However, the dimensional accuracy of the structural members must be the same for structural adhesive and welding, so the structural adhesive must fill gaps of the millimeter order. The lack of knowledge about the long-term reliability of thick adhesive layers is an obstacle to its practical use. Therefore, accelerated deterioration tests under high temperature and high humidity, recovery tests by drying after water absorption, xenon exposure weatherability tests, and salt water mist resistance tests were conducted to obtain relationships between each deterioration factor and decreasing time of strength retention rate. The durability evaluation was carried out for SGA structural adhesives from two different manufacturers. In this study, the substrate of the structural adhesives joint was A5052. It is assumed that the aluminum substrate shear joints are used for the installation of the aluminum equipment of a ship product to the aluminum ship where distortion is easy to generate because the wall surface is a thin plate. Evaluation of the acceptable design adhesive strength in shipbuilding was carried out using the deterioration estimate curve, where each deterioration factor was combined. According to the test results of this study, the use of adhesives satisfies the acceptance criteria in the guidelines of ClassNK, which is one a global ship classification society. It is concluded that the coefficients of the design reference strength in the guidelines of ClassNK are most appropriate. Additionally, a surface flammability evaluation was carried out in accordance with the International Maritime Organization Resolution MSC.307 (88). When the substrate was changed to A5052, it was confirmed that SGA satisfied the requirements.

On the Energy Efficiency Design Index of Ro-Ro passenger and Ro-Ro cargo ships

This study proposes alternative formulations of the ship-specific correction factor ( fjRoRo) pertaining to Ro-Ro cargo and Ro-Ro passenger ships, as defined in the Energy Efficiency Design Index equation according to the International Maritime Organization Resolution MEPC 245(66). The alternative formulations were derived by studying a large sample of Ro-Ro cargo ships and Ro-Ro passenger ships, built between the years 1990 and 2012. The estimation of ships’ resistance and powering was conducted by application of Holtrop’s method. The obtained formulae’s exponent values were compared with the corresponding ones from latest International Maritime Organization studies on Energy Efficiency Design Index and they appear to better represent the energy efficiency and environmental impact of the operating fleet of Ro-Ro cargo and Ro-Ro passenger ships. Derived formulae may also be used in the frame of parametric design optimization of Ro-Ro ships.

N-Class Fire Resistant Divisions in U.S. Naval Ships

Abstract The U.S. Navy has now developed an N-Class division system to classify fire resistant boundaries in accordance with MIL-STD-3020, fire resistance on U.S. naval surface ships. The N-Class division is analogous to the commercial International Maritime Organization (IMO) system (e.g., A-Class) division. The key difference is that N-Class divisions are designed to have satisfactory fire resistance when exposed to hydrocarbon pool fire (UL 1709 fire exposure) following a shock event. In addition, N-Class is applicable to fire resistant divisions constructed from polymer composites structures when they meet the requirements of DDS-078-1. MIL-STD-3020 requires a hydrocarbon pool fire exposure (UL-1709 fire exposure) which provides a minimum average total heat flux of 188 kW per square meter (kW/m2) (60,000 British thermal unit per square foot/hour (Btu/ft2∣h)) within the first 5 min of the test exposure. At all times after 5 min, the average temperature within the furnace shall be maintained at a minimum of 1038 °C (1900 °F) and a maximum of 1149 °C (2100 °F) for the duration of the test. These fire conditions simulate a post-flashover fire scenario for shipboard applications. Performance is defined as the time period during which assemblies will continue to perform their intended function when subjected to fire exposure. The minimum duration of fire exposure is 30 min. Shock testing prior to fire resistance test is performed to ensure that fire resistance of divisions, with fire insulation, penetrations, and associated attachment methods, is not degraded in a combat environment. Shock test specimen size of 1219 by 3048 mm (4 by 10 ft) was selected to reduce the cost of shipping a full size fire test specimen of 3048 by 3048 mm (10 by 10 ft) or greater to the fire test laboratory. A full scale fire resistance test is still required for qualification purposes after successful completion of the shock test prior to fire resistance test. MIL-STD-3020 also permits AN-Class fire resistant divisions when fire threat is from common combustibles (Class A) and where liquid flammable (Class B) fire threat is non-existent. AN-Class divisions are those divisions formed by bulkheads and decks that are designed to protect against structural failure and prevent the passage of flame or hot gases when exposed to IMO Resolution A.754(18) fire exposure after shock testing. For all AN-Class divisions, including those with penetrations, the fire test duration is a minimum of 60 min. This paper will discuss fire resistance test results conducted using steel, aluminum, and composite substrates.

肥大船型を対象とした操縦流体力微係数の推定に関する研究

Since International Maritime Organization (IMO) has adopted The Standards of Ship Manoeuvrability as IMO Resolution MSC.137(76), the ship manoeuvrability is evaluated under this standard. Therefore, ship designers have to know the accurate ship manoeuvring characteristics at the initial design stage. One of the estimation methods for ship manoeuvring characteristics is a computational simulation. Some papers have proposed approximate formulas for hydrodynamic derivatives based on the model ship tests, so we can simulate the ship manoeuvring motion with the hydrodynamic derivatives.However recent full ships aren't included in the range of ship types on the papers. We need to adjust the formulas for hydrodynamic derivatives, so as to simulate the manoeuvring motion of recent full ships.In this paper, we propose the method to revise the approximate formulas for hydrodynamic derivatives of full ships. We confirm the effectiveness of the practical prediction method using proposed formulas. It will be expected that this method is very useful to estimate the manoeuvring characteristics of recent full ships at the initial design stage.

実船の操縦性能推定法に関する研究

Since International Maritime Organization (IMO) has adopted "The Standards of Ship Maneuverability" as IMO Resolution MSC.137(76), the ship maneuverability is evaluated under this standard. Therefore, we have to know the accurate ship maneuvering characteristics at the design stage, especially the initial design stage. On the prediction method of ship maneuverability, there are many papers for estimating method of the maneuverability of a ship based on the model test, but there are few papers for predicting the maneuverability of a full-scale ship practically. The authors have already proposed the simple, accurate and practical prediction method for the ship maneuverability of model ship. So, we need to develop the practical prediction method for ship maneuverability of a full-scale ship in the deep water. In this paper, we propose the approximate formula of the interaction coefficient, γ and ωR0, obtained by comparing the predicted maneuvering motion with the measured results of the sea trial for twelve full-scale ships. We confirm the effectiveness of the practical prediction method using the approximate formula of the interaction coefficient for ship maneuverability of a full-scale ship. Though this approach must be validated in many kinds of ship as the next step, it will be expected that this method is very useful for predicting ship maneuvering characteristics at design stage on conventional ship.

Problems with certification and legislation

This paper discusses the vast growth of requirements directed toward mobile offshore drilling units attempting to be internationally certified. As a simplistic example, the regulations regarding heliports are examined with the pitfalls and benefits of an international standard discussed from the viewpoint of owner and operator. Recommendations contained in an International Maritime Organization resolution are suggested for use by the various regulatory bodies when dealing with new or amended rules. It is suggested that a more universal standard would evolve if the guidance of the resolution were heeded.