Introduction

ENVIRONMENTAL, social, and technical factors influence the site location decisions for new shipyards. These factors introduce difficulties for making facility location decisions to establish, to reestablish, or to expand their operations for not only the shipbuilding industry but also any industries. A facility location decision problem encircles the identification of selection criteria, generation of alternatives, analysis of alternatives according to defined criteria, evaluation, and selection among alternatives phases. Power plants, logistic hubs and spokes, warehouses, railway terminals, container ports, and shipyards are adumbrative facilities to be located.

Green Ship Building Technology

Green ship mainly depends on green design. Ships should be designed to enable them give the minimal effect on the environment during manufacturing and service. Reduce the consumption of materials and energy and the pollution to environment in ship manufacturing and service. Recycle the parts and accessories in ship maintenance. Green shipyard shall ensure the high efficiency of materials and energy in shipbuilding, reduce the harmful Emissions and smoothen the process of integrated hull construction, outfitting and painting.

Situation and Development Trend of Green Shipbuilding Technology

Shipbuilding industry is high energy consumption, high material consumption and high pollution industry. Now humans living environment is deteriorated and resource is rare.

The measure to be taken to boost the sustainable development of economy is improving production efficiency and saving resource labor and all kinds of capitals by high and new technology and modern management. In fact, green manufacturing has affected and led the development of manufacturing technology.

Selection of marine equipment and optimization of marine systems

Selection of marine equipment should focus on low energy consumption, low pollution and high efficiency. For example, choosing vaporized natural gas as fuel of diesel engine can save 35 percent of fuel cost and reduce harmful emission. Compared with conventional propulsion system, the ships with electric propulsion system have following advantages:1) Handling facility, good maneuvering characteristics. 2) Low vibration and noise level. 3) High reliability. Several paralleling main generators supply power with high redundancy and improve the reliability of Power supply. 4) Small volume, light weight and flexible arrangement. The ships with electric propulsion system are equipped with Middle-high speed diesel generator set of small volume and light weight, cancel gear box and long shafting, etc, general arrangement is flexible and convenient and easy to enlarge loading capacity. 5) High efficiency. Quantity of diesel generators can be automatically controlled by electric power managing system According to the load to ensure the optimal load condition of the diesel generators. It improves the efficiency of generator set greatly and saves the energy. 6) Reducing maintenance. Middle-high speed generator set of the same model needs less maintenance and maintenance cost.

v Technologies for reduced environmental impact from ships - Ship building, maintenance and dismantling aspects

Green ship will not only be protective to builders and operators during design,building, operating and dismantling of the ship, but also be protective to world environment and resource.

Environmental impact can be reduced by improved ship hull design that achieves reductions of: 1. operational emissions through improved hull form resulting in reduced fuel consumption; 2. Accidental pollution through improved hull strength and/or subdivision resulting in reduced spillage of oil or of dangerous goods in case of an accident. It has further been suggested that an improvement in quality of design and fabrication, with an increase in scantlings, would increase the lifetime of ships and thereby reduce the number of ships to be scrapped, leading to both environmental and economic benefits. However, research is needed to test this assertion. Loss of structural integrity due to collision and grounding are the most important contributors to accidental pollution at sea. Consideration during hull design is to be given to (1) improving the hull strength and energy absorption (2) ensuring sufficient residual strength after damage to allow for salvage operations. Hitherto the main focus has been on preventing pollution from tankers. However, there is now increasing concern about the potential consequences of damage to bunker tanks of other ship types, some of which may carry several thousand tonnes of fuel oil.

Methods of reducing noise and vibration

Reduction of noise from gas turbine propulsion systems is an issue for high-speed ferries. However, the main cause of noise and vibrations in ships is cavitation on the propeller. Cavitation occurs mainly due to the non-uniform wake field in which the propeller operates. There are two ways to reduce noise and vibrations: 1. Appropriate design of hull-propeller interaction. Make the inflow more uniform i.e. improve the wakefield, e.g. by using bulbous sterns or by moving the propeller out of the wake.

2. Improve the cavitation behaviour of the propeller in a given wakefield by designing new blade sections to reduce vibration excitation (not really a hull design problem).

Hull design: R&D priorities

Of the many R&D needs related to hull design, the following are believed to have highest priority: 1. Protection of bunker tanks, and energy-absorbing structures for ships in general. 2. CFD for optimisation of hull forms (for reduced resistance and wash). 3. Design for corrosion prevention and ease of inspection/maintenance.

USE OF NEW MATERIALS

Life Cycle Assessment for ships shows that the fuel consumption from the use phase is the dominant contributor to overall environmental effects. Reducing weight in the structure and components generally leads to a reduction in fuel consumption for a given payload and distance travelled. The use of new materials, as alternatives to normal ship-building grades of steel, offers considerable potential for weight saving.

High strength steels

The use of high and extra high strength steels, e.g. quenched and tempered or TMCP (thermo-mechanically controlled processed) steels, can lead to lower plating thicknesses in the ship structure as compared to conventional ship building steel grades. Thus the total weight of steel that is required is reduced. However, this reduction may be limited by fatigue considerations, and will be to some extent offset by increased complexity in the construction process Further, the higher strength combined with lower ductility may influence collision and grounding performance. With lower plate thicknesses, the requirements for corrosion protection may be more severe.

Aluminium
In ships aluminium is mainly used in 1. high speed vessels up to 125 m length (both catamarans and monohull vessels) 2. superstructures in ferries and cruise ships; 3. fishing boats, yachts and small vessels.

4. components such as funnels, balconies, fairings, mezzanine decks, safety barriers in ferries, railings and interior components. Aluminium is about half the weight of steel for equal strength. This gives appreciable potential for reducing fuel consumption and thus emissions during operation.

Plastics and fibre reinforced composites

The use of fibre reinforced composites in hulls is mainly confined to pleasure craft, yachts, high performance racing craft, rescue and patrol vessels (customs, coastguard, etc,), fishing vessels, passenger and cargo vessels (mainly up to about 40 m), and naval craft. Other applications for fibre composites within ship-building are found in superstructures and secondary structures.

Combining dissimilar materials

There is an increasing trend towards combining dissimilar materials in a single ship structure, particularly for high-speed Vessels where weight reduction is critical. Examples include vessels built with steel hulls and aluminum superstructures, And vessels having aluminum hulls and superstructures, but with parts such as masts, control surfaces and even bilge keels Constructed in fiber composites. As direct welding of dissimilar materials cannot normally be applied, the main joining methods available are explosive welding (aluminum to steel), mechanical fasteners such as bolts and rivets, adhesive Bonding and combinations of these methods.

SHIP BUILDING PROCESSES

The discussion of this section is limited to building (and conversion) processes for steel ships. The most usual environmental aspects regarding these processes are: 1. Related to water: Grinding substances, blasting substances, anti-fouling, coatings. 2. Related to air : Noise, dust, particles, gases (e.g. from welding), smell, aerosols. 3. Waste: Metal pieces, oil contaminated waste, paint, cables, etc.

SHIP MAINTENANCE PROCESSES

During the operational phase a ship is maintained periodically, e.g. bottom hull treatment and recoating every 2-4 years, and rebuilding or conversion once or twice in a period of 20-30 years. Machinery maintenance takes place periodically

when the ship is in operation and when it is docked for other reasons. The maintenance intervals depend partly on the type of antifouling system and the fuel system. Due to hull surface cleaning, paint removal, changes of zinc anodes, and paint application important environmental aspects are: Discharges to water: heavy metals, paint effluent, flush down water and sand blasting substances. Noise and dust emissions (from sandblasting, grinding etc.), emission of solvents. Waste treatment.

Corrosion control and the problem of inspection

Corrosion is a major problem for hull design and maintenance, in that it can have a major weakening effect on the hull leading to polluting accidents. Corrosion avoidance relies very much on inspection planning and maintenance because there are many factors affecting corrosion that cannot yet be dealt with fully at the design stage. Since local failure of coating systems is enough to initiate the corrosion process, the question of durability and lifetime of corrosion protection systems is still an area of current research interest. Related measures to control the corrosion process are the inspection procedures. The efficiency and cost of inspection and maintenance policies is an area of current research interest and one in which technology could be transferred from the offshore industry.

Automated Mooring Systems

(new Technology)

A new mooring system has been developed to replace the traditional system using ropes. The new system uses vacuum pads to provide the mooring attachment. Each pad has a measurable working load, providing a powerful physical attachment between ship and shore. The MoorMaster is the name given to the range of generic shore based mooring systems. It does not require specific installations on the ship and can directly attach to the hull of most commercial and military vessels. The quay face model has the advantage of compact storage when not in use. This enables the system to rest behind the maximum fender impact line during berthing. For instance, The MoorMaster 400 is ideally suited to ships from 70 up to 250 metres in length. The number of units required to safely moor a ship will be dependent on the hull wind age area and environmental weather patterns. In most instances between 2 and 6 units will be required for a single berth. The unit has a design load capacity of 40,000 kg and an outreach of 900mm.

The new system is assumed to have the following advantages:

Risk of injury to shore and ship personnel by mooring ropes eliminated. Continuous load monitoring and sophisticated alarm functions, relayed in real time to operations personnel. Multiple redundancy of vacuum pads and inherent fail safe features ensure secure mooring even during power cuts or loss of control signals. Robust mechanical design ensuring reliable operations. Fast attachment ( typically 12 sec) and instant release. No more delays while waiting for mooring crews to become available. Only one operator required, based ashore or onboard, to activate and remotely monitor the mooring system. Eliminating costs for enlarging pier structures when larger ship arrivals are scheduled.

 http://websterii.iot.ntnu.no/users/fet/Publi Forfatterskap/publikasjoner/Neca2-00.pdf OSHA_shipyard_industry.pdf

References

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