SINTEF Ocean

CO2 emissions from maritime transport represent around 3% of total annual anthropogenic greenhouse gas (GHG) emissions. These emissions are assumed to increase by 150–250% in 2050 in business-as-usual scenarios with a tripling of world trade, while achieving a 1.5–2 °C climate target requires net zero GHG emissions across all economic sectors. Consequentially, the maritime sector is facing the challenge to significantly reduce its GHG emissions as contribution to the international ambition to limit the effects of climate change. This article presents the results of a review of around 150 studies, to provide a comprehensive overview of the CO2 emissions reduction potentials and measures published in literature. It aims to identify the most promising areas, i.e. technologies and operational practices, and quantify the combined mitigation potential. Results show a significant variation in reported CO2 reduction potentials across reviewed studies. In addition, no single measure is sufficient to achieve meaningful GHG reductions. Emissions can be reduced by more than 75%, based on current technologies and by 2050, through a combination of measures if policies and regulations are focused on achieving these reductions. In terms of emissions per freight unit transported, it is possible to reduce emissions by a factor of 4–6.

A numerical method for studying water entry of a two-dimensional body of arbitrary cross-section is presented. It is a nonlinear boundary element method with a jet flow approximation. The method has been verified by comparisons with new similarity solution results for wedges with deadrise angles varying from 4° to 81°. A simple asymptotic solution for small deadrise angles α based on Wagner (1932) agrees with the similarity solution for small α.

Internet technologies allow supply chains to use virtualizations dynamically in operational management processes. This will improve support for food companies in dealing with perishable products, unpredictable supply variations and stringent food safety and sustainability requirements. Virtualization enables supply chain actors to monitor, control, plan and optimize business processes remotely and in real-time through the Internet, based on virtual objects instead of observation on-site. This paper analyses the concept of virtual food supply chains from an Internet of Things perspective and proposes an architecture to implement enabling information systems. As a proof of concept, the architecture is applied to a case study of a fish supply chain. These developments are expected to establish a basis for virtual supply chain optimization, simulation and decision support based on on-line operational data. In the Internet of Things food supply chains can become self-adaptive systems in which smart objects operate, decide and learn autonomously.

Control allocation problems can be formulated as optimization problems, where the objective is typically to minimize the use of control effort (or power) subject to actuator rate and position constraints, and other operational constraints. Here we consider the additional objective of singularity avoidance, which is essential to avoid loss of controllability in some applications, leading to a nonconvex nonlinear program. We suggest a sequential quadratic programming approach, solving at each sample a convex quadratic program approximating the nonlinear program. The method is illustrated by simulated maneuvers for a marine vessel equipped with azimuth thrusters. The example indicates reduced power consumption and increased maneuverability as a consequence of the singularity-avoidance.

Fuel consumption and emissions on a shipping route are typically a cubic function of speed. Given a shipping route consisting of a sequence of ports with a time window for the start of service, substantial savings can be achieved by optimizing the speed of each leg. This problem is cast as a non-linear continuous program, which can be solved by a non-linear programming solver. We propose an alternative solution methodology, in which the arrival times are discretized and the problem is solved as a shortest path problem on a directed acyclic graph. Extensive computational results confirm the superiority of the shortest path approach and the potential for fuel savings on shipping routes.

Maritime transport accounts for around 3% of global anthropogenic Greenhouse gas (GHG) emissions (Well-to-Wake) and these emissions must be reduced with at least 50% in absolute values by 2050, to contribute to the ambitions of the Paris agreement (2015). Zero carbon fuels made from renewable sources (hydro, wind or solar) are by many seen as the most promising option to deliver the desired GHG reductions. For the maritime sector, these fuels come in two forms: First as E-Hydrogen or E-Ammonia; Second as Hydrocarbon E-fuels in the form of E-Diesel, E-LNG, or E-Methanol. We evaluate emissions, energy use and cost for E-fuels and find that the most robust path to these fuels is through dual-fuel engines and systems to ensure flexibility in fuel selection, to prepare for growing supplies and lower risks. The GHG reduction potential of E-fuels depends entirely on abundant renewable electricity.

We discuss two independent, large scale experiments performed in two wave basins of different dimensions in which the statistics of the surface wave elevation are addressed. Both facilities are equipped with a wave maker capable of generating waves with prescribed frequency and directional properties. The experimental results show that the probability of the formation of large amplitude waves strongly depends on the directional properties of the waves. Sea states characterized by long-crested and steep waves are more likely to be populated by freak waves with respect to those characterized by a large directional spreading.

An asymptotic modal system is derived for modelling nonlinear sloshing in a rectangular tank with similar width and breadth. The system couples nonlinearly nine modal functions describing the time evolution of the natural modes. Two primary modes are assumed to be dominant. The system is equivalent to the model by Faltinsen et al. (2000) for the two-dimensional case. It is validated for resonant sloshing in a square-base basin. Emphasis is on finite fluid depth but the behaviour with decreasing depth to intermediate depths is also discussed. The tank is forced in surge/sway/roll/pitch with frequency close to the lowest degenerate natural frequency. The theoretical part concentrates on periodic solutions of the modal system (steady-state wave motions) for longitudinal (along the walls) and diagonal (in the vertical diagonal plane) excitations. Three types of solutions are established for each case: (i) ‘planar’/‘diagonal’ resonant standing waves for longitudinal/diagonal forcing, (ii) ‘swirling’ waves moving along tank walls clockwise or counterclockwise and (iii) ‘square’-like resonant standing wave coupling in-phase oscillations of both the lowest modes. The frequency domains for stable and unstable waves (i)–(iii), the contribution of higher modes and the influence of decreasing fluid depth are studied in detail. The zones where either unstable steady regimes exist or there are two or more stable periodic solutions with similar amplitudes are found. New experimental results are presented and show generally good agreement with theoretical data on effective domains of steady-state sloshing. Three-dimensional sloshing regimes demonstrate a significant contribution of higher modes in steady-state and transient flows.

A wave basin experiment has been performed in the MARINTEK laboratories, in one of the largest existing three-dimensional wave tanks in the world. The aim of the experiment is to investigate the effects of directional energy distribution on the statistical properties of surface gravity waves. Different degrees of directionality have been considered, starting from long-crested waves up to directional distributions with a spread of ±30° at the spectral peak. Particular attention is given to the tails of the distribution function of the surface elevation, wave heights and wave crests. Comparison with a simplified model based on second-order theory is reported. The results show that for long-crested, steep and narrow-banded waves, the second-order theory underestimates the probability of occurrence of large waves. As directional effects are included, the departure from second-order theory becomes less accentuated and the surface elevation is characterized by weak deviations from Gaussian statistics.

While IMO's e-Navigation project's scope is to enhance safety of navigation by improved ship-to-shore-cooperation, the EU's FP7 project MUNIN's aim is to develop a concept for an autonomous dry bulk carrier, that is at least as safe as a manned vessel. As e-Navigation has a strong focus on improving the human element in shipping and MUNIN tends towards an unmanned bridge, a common baseline might look quite contradictory at first, but they share the need to ensure and enhance the safety of navigation. After an introduction into e-Navigation and the MUNIN project, this paper will demonstrate with two examples, how MUNIN's results address identified e-Navigation's gaps and addresses e-Navigation's user needs. Thus, MUNIN contributes to the development and implementation of the prioritized e-Navigation solutions.

We study random surface gravity wave fields and address the formation of large-amplitude waves in a laboratory environment. Experiments are performed in one of the largest wave tank facilities in the world. We present experimental evidence that the tail of the probability density function for wave height strongly depends on the Benjamin-Feir index (BFI)-i.e., the ratio between wave steepness and spectral bandwidth. While for a small BFI the probability density functions obtained experimentally are consistent with the Rayleigh distribution, for a large BFI the Rayleigh distribution clearly underestimates the probability of large events. These results confirm experimentally the fact that large-amplitude waves in random spectra may result from the modulational instability.

Offshore wind turbines are designed and analyzed using comprehensive simulation tools (or codes) that account for the coupled dynamics of the wind inflow, aerodynamics, elasticity, and controls of the turbine, along with the incident waves, sea current, hydrodynamics, mooring dynamics, and foundation dynamics of the support structure. This paper describes the latest findings of the code-to-code verification activities of the Offshore Code Comparison Collaboration Continuation project, which operates under the International Energy Agency Wind Task 30. In the latest phase of the project, participants used an assortment of simulation codes to model the coupled dynamic response of a 5-MW wind turbine installed on a floating semisubmersible in 200 m of water. Code predictions were compared from load case simulations selected to test different model features. The comparisons have resulted in a greater understanding of offshore floating wind turbine dynamics and modeling techniques, and better knowledge of the validity of various approximations. The lessons learned from this exercise have improved the participants’ codes, thus improving the standard of offshore wind turbine modeling.

The coupled effect between ship motions and sloshing is studied. Two-dimensional experiments of a hull section containing tanks filled with different levels of water excited in sway by regular waves have been conducted. Steady-state results are obtained for the sway amplitude. Even if violent sloshing occurs in the tanks, the steady-state motion is almost linear and sinusoidal with the frequency of the linear incident waves. This implies that higher-order harmonics of the sloshing force are filtered out by the system. Simulations of the modeled case are performed using a linear and a nonlinear sloshing model and mainly assuming linear external flow. For steady-state motion, a convolution formulation does not improve the results relative to using constant coefficients in the equation of motion. However, in order to properly model the transient behavior in an irregular sea, a convolution formulation must be included. The treatment of the retardation function for the external problem is discussed in detail. A good agreement between experiments and computations is reported. The calculated coupled motion is sensitive to the damping of the sloshing motion in a certain frequency range where the coupled sloshing and ship motions cause resonant ship motions. A quasilinear frequency domain analysis is used to explain this by introducing the sloshing loads as a frequency dependent spring.

Floating wind turbines represent a cost-efficient energy solution in deep water where bottom-fixed wind turbine becomes excessively expensive. However, mooring design is quite challenging for all shallow water depths including the transition water depth between bottom-fixed and floating wind turbines, in the order of 50–80 m, for which floating concepts might become more cost-effective than bottom-fixed ones. In this paper, mooring system design for floating wind turbine in shallow water are studied considering both catenary and taut mooring systems. Seven mooring concepts designed for a 5 MW semi-submersible floating wind turbine at 50 m water depth are compared with the purpose to identify solutions that are structurally reliable and economically attractive. The concepts are made of different mooring line materials (chain and synthetic fibre rope), mooring components (clump weight and buoy) and anchors (drag embedment anchor and suction anchor). Based on the latest experimental data, the nonlinear tension-dependent stiffness of synthetic fibre rope are described with an improved numerical model. Performance of the seven mooring concepts are compared with respect to mooring line characteristics, motion response amplitude operator, utilization factor considering the ultimate limit state design and cost etc. Six mooring design concepts are finally recommended for future assessment regarding the application of floating wind turbines in shallow water say 50 m and deeper.

Carole Pateman (1970) argued that democratized industrial authority structures would require workers to develop precisely the skills and resources necessary for participation in political life beyond the workplace. She based her argument on a close analysis of classical democratic theory and the indirect empirical evidence available at the time concerning workplace-related political participation. Although a great deal of research in industrial psychology and sociology and organization behavior is available, none treats expressly political correlates of workplace democracy. Analysis of data from a new factory designed on the basis of semi-autonomous, self-managing work groups provides empirical evidence directly supporting Pateman. The analysis also results in empirically grounded scales that differentiate between work humanization and work democratization. The latter correlates significantly with a sense of political efficacy. Further research to support democratizing industrial authority structures seems warranted for a political science that would contribute to a more participatory politics.

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Abstract Ammonia is emerging as a viable alternative to fossil fuels in combustion systems, aiding in the reduction of carbon emissions. However, its use faces challenges, including NOx emissions and low flame speed. Innovative approaches and technologies have significantly advanced the development and implementation of ammonia as a zero-carbon fuel. This review explores current advancements in using ammonia as a fuel substitute, highlighting the complexities that various systems need to overcome before reaching full commercial maturity in support of practical decarbonising global strategies. Different from other reviews, this article incorporates insights of various industrial partners currently working towards green ammonia technologies. The work further addresses fundamental complexities of ammonia combustion, crucial for its practical and industrial implementation in various types of equipment.

The feasibility of unmanned, autonomous merchant vessels is investigated by the EU project MUNIN (Maritime Unmanned Navigation through Intelligence in Networks). The ships will be manned during passage to and from port and unmanned during ocean-passage. When unmanned, the ships will be controlled by an automatic system informed by onboard sensors allowing the ship to make standard collision avoidance manoeuvres according to international regulation. The ship will be continuously monitored by a remote shore centre able to take remote control should the automatic systems falter. For the humans in the shore control centre the usual problems of automations remains as well as a pronounced problem of keeping up adequate situation awareness through remote sensing.

Abstract Increased fuel costs together with environmental concerns have led shipping companies to consider the optimization of vessel speeds. Given a fixed sequence of port calls, each with a time window, and fuel cost as a convex function of vessel speed, we show that optimal speeds can be found in quadratic time. © 2013 Wiley Periodicals, Inc. NETWORKS, 2013

This article presents a method for performing Real-Time Hybrid Model testing (ReaTHM testing) of a floating wind turbine (FWT). The advantage of this method compared to the physical modelling of the wind in an ocean basin, is that it solves the Froude-Reynolds scaling conflict, which is a key issue in FWT testing. ReaTHM testing allows for more accurate testing also in transient conditions, or degraded conditions, which are not feasible yet with physical wind. The originality of the presented method lies in the fact that all aerodynamic load components of importance for the structure were identified and applied on the physical model, while in previous similar projects, only the aerodynamic thrust force was applied on the physical model. The way of applying the loads is also new. The article starts with a short review (mostly references) of ReaTHM testing when applied to other fields than marine technology. It then describes the design of the hybrid setup, its qualification, and discusses possible error sources and their quantification. The second part of the article [1] focuses on the performance of a braceless semi-submersible FWT, tested with the developed method. The third part [2] describes how the experimental data was used to calibrate a numerical model of the FWT.