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REPORT B

Recognition of technological trajectories

in the sector of shipbuilding and related

materials applied

(Activity 3.2)

Document prepared by on appointment of pag. 2

SUMMARY

Introduction 3

B.1 - Technological trajectories in the shipbuilding sector and related to shipbuilding

technologies 6

B.1.1 Technological trajectories in the shipbuilding sector 6

B.1.2 Technological trajectories in the shipbuilding sector of primary importance for the

Adriatic – Ionian area 24

B.2 - Recognition of specific technologies and new materials relevant in the field of green

shipbuilding technologies. 28

B.2.1 Technologies and new materials applied in the reference sector 29

B.2.2 Technologies and new materials applied in the reference sector relevant in the

Adriatic – Ionian area 47

B.3 - Recognition of connections developed among regional Smart Specialization Strategies

and maritime technology sector. 68

B.4 - Recognition of competence centers for the development of the technologies

identified. 69

Appendix 72


Introduction

The term trajectories for technological development (technology roadmap) identifies a

potential path making reference to a range of expected events – research results, organizational

changes, changes in business model - , partly or entirely, consequentially or connected with a

realization timing or in the contents, and allowing the achievement of a strategic outcome, on

a specific market – innovation. If we try to depict a trajectory, it should be not imagined as a

line, but like a distribution of segments homogeneously oriented and somehow linked among

each other.

Identification of trajectories for technological development represent an essential part of the

normal entrepreneurial strategic planning process of technological enterprises. In the last

decades, this process progressively resettled from being single enterprise’s internal procedure

and becoming an external process able to involve in first instance the production and knowledge

chains converging on the enterprise, and nowadays even whole territorial industrial systems –

even in a wide interpretation of the term: e.g. Europe: with reference to overall

minimum/mandatory common performance achievement expressed by politic strategy.

In this last scenario, in order to full understand the technological development trajectories

needs, it seems important to set up the right positioning in the field of public intervention on

industrial system, with particular reference to European Union provisions expecting

interventions not affecting the competition.

Politic decision cycle – in terms of society management – is composed by definition of mid-long

period strategies (strategic planning), together with an identification of socio-economic

objectives to be achieved, and by the consequent definition of focused practices finalized to

address strategies achievement, stimulating/supporting the company towards the targeted

objectives achievement, as represented in the framework below.

Figure 1 – Exemplification of political decisional cycle


In the field re-directing to technological development, the strategies (e.g. White Transport

Book1, Europe 20202) are originating from company’s expectations convergence (improvement

of societal-economic-environment conditions, etc.), forecasting of new technological

opportunities that could be made available from the research sector in the strategy reference

period, and knowledge of social fabric attitude to changes.

The technological development trajectories are defined in the entrepreneurial system with the

support of research, as best answer of a combination of strategies, market expectations –

market (mega) trends – and from technical regulation obligations (strong in maritime field) that

are commonly expressed by international bodies (International Maritime Organization – IMO, in

the maritime).

Finally, technological development trajectories are the basis, together with the strategies

whom are answering, for the definition of useful public intervention tools, when not necessary,

to accelerate processes for the achievement of preset societal-economic-environment

objectives. These trajectories are the reference for the research and innovation projects

development process where specific intervention instruments are applied.

In a view of the considerations listed above, the technological development trajectories (TDT)

are identified as an important topic in the strategic territorial planning (e.g. S3), because they

represent a crucial element for the orientation and the assessment of the interventions

realization.

In the following paragraphs, a recognition of the reference TDT for the ship sector will be

presented (B.1.1). Specific reference will be made to the linkages with scenario strategies

defined by the EU, countries and Adriatic-Ionian regions, in order to identify, afterwards, the

subsets related to green shipbuilding technologies (B.2.1) and, in both situations, the reference

subsets to products realized in the macro region (B1.2 and B2.2). The outputs will go together

with an assessment of territorial competences (B.4) suitable for the development of a specific

trajectory.

EUSAIR

Area Albania, Bosnia-Erzegovina, Croazia, Grecia, Italia, Montenegro, Serbia, Slovenia

Pillars - Blue Growth - Connecting the Region - Environmental quality - Sustainable tourism

Launch 2014

A specific chapter (B.3) will include and comparative analysis between the recognition listed

above and the actual scenario defined in the current S3 strategies.

1 Roadmap to a single European transport area – Towards a competive and resource-efficient transport

system, COM (2011) 144 def. from 28th March 2011 2 Europe 2020: European Union strategy on jobs and growth, COM(2010) 2020


Figure 2 – Methodology implemented in this document for analysis of strategies, trajectories and technologies

Policy Technology Roadmaps emerging as sectorial answer to policy and market trends match with Selection of Green Tech. Roadmaps match Stakeholders maps

Roadmaps

relevant to AI

Roadmaps

(EU+Nat.+Reg.)

Green tech.

relevant to AI

Green tech.

roadmaps

Strategies

(EU + Nat.)

AI Maritime Industry AI Maritime RTD Centres


B.1 - Technological trajectories in the shipbuilding sector and related to shipbuilding

technologies

B.1.1 Technological trajectories in the shipbuilding sector

As stated in the UN 2030 Agenda for sustainable development the achievement of the

determined goals is based on five key pillars:

1. People: end poverty and hunger and ensure that all human beings can fulfil their

potential in dignity and equality in a healthy environment;

2. Planet: protect the planet from degradation through sustainable consumption and

protection, sustainably managing its natural resources and taking urgent action on

climate change in order to support the needs of present and future generations;

3. Prosperity: ensure that all human beings can enjoy prosperous and fulfilling lives and

that economic, social and technological progress occurs in harmony with nature;

4. Peace: there will be no sustainable development without peace and no peace without

sustainable development;

5. Partnership: stimulate a revitalized Global Partnership between all stakeholders, based

on a spirit of global solidarity.

All the goals considered in the Agenda are integrated and indivisible supporting the balance of

the three dimensions of sustainable development: the economic, social and environmental.

In such global framework the blue economy is essential to the future welfare and prosperity of

the humankind. Beside the traditional activities shipping, fishing and offshore oil&gas new

businesses are emerging that can diversify the definition of maritime industry. These new

industries include:

Offshore wind energy farm;

Offshore tidal energy farm;

Offshore wave energy farm;

Oil&gas exploration and production in ultra-deep water;

Oil&gas exploration and production in exceptionally harsh environments;

Oil&gas subsea factory;

Offshore aquaculture;

Seabed mining;

Cruise tourism along non conventional routes;

Maritime surveillance;

Biotechnology.

The long-term potential for innovation, employment creation and economic growth offered by

these sectors is really impressive, but there is a complex variety of risks that need to be

considered and should not be underestimated: among them are those related to over-

exploitation of marine resources (fish, minerals, hydrocarbures,…), pollution, rising sea

temperatures and levels, acidification and loss of biodiversity. Therefore, realizing the

paramount potential of this new concept of blue economy, a responsible and sustainable

approach to its economy development becomes fundamental. Surprisingly, only recently the

maritime economy arises as an issue of the international policy agenda.


Numerous international organizations are now involved in efforts to address the challenges of

sustainable use of the blue resources in terms of technological growth and innovation for the

preservation of the energy security, environment, climate and food security.

Nowadays, the maritime-based industries contribution to economic output and employment is

yet significant, and its contribution to the global economy can be valued approximately USD

1.5 trillion about the 2.5% (in 2010 the base year for the calculations and subsequent scenarios

to 2030) of the world gross value added (GVA). Offshore oil&gas accounted for one third,

followed by maritime and coastal tourism, shipbuilding and maritime equipment, and ports.

Figure 3 shows the GVA of maritime-based industries in 2010.

Figure 3 - Value added of maritime-based industries in 2010 by industries

The maritime-based industries contributed some 31 million direct full-time jobs in 2010, about

1.5% of the global workforce actively employed. The largest employers are industrial capture

fisheries (over 1/3) and maritime and coastal tourism (almost ¼). Figure 4 indicates the

distribution of workers by industries in 2010.

Figure 4 - Employment in the matitime-based industries in 2010 by industry


It is worth noting therefore that these estimations for GVA and employment are extremely

conservative.

Looking to 2030, particularly strong growth is expected in:

marine aquaculture;

offshore wind, tidal and wave energy farm;

fish processing;

shipbuilding and repair.

Innovations in advanced materials, subsea engineering and technology, sensor and imaging,

satellite technologies, computerization and big data analytics, autonomous systems,

biotechnology and nanotechnology, green shipbuilding and repair stands to be affected by

crucial scientific advances.

In conclusion, in a context of such rapid change, the number of countries and regions putting

in place strategic policy frameworks is significantly increasing. However, many obstacles stand

in the way of a real effective integrated Blue management, which is the foundation of a

responsible and sustainable exploitation of the marine resources and absolutely will need to be

addressed in the near future.

Detailed statistics for actual global economic contribution and employment of maritime-based

industries are based on the OECD Ocean Economy Database, which considered 2010 as reference

year for the projections for 2030.

So far, the following economic activities are included in the database:

Water transport (shipping):

GVA: USD 83 billions

Total employment: 1.2 million

Global distribution: –

Port activities



Global distribution: Asia 53% Europe 23% NAFTA 10% South America 6% Oceania and

Africa 3%

Figure 5 - Value added in port activity by region in 2009


Maritime and coastal tourism


Total employment: 7 million

Global distribution: Europe 35% Asia and Oceania 30% NAFTA 19% Central and South

America 6%

Figure 6 - Value added of marine and coastal tourism by region in 2010

Industrial fish processing



Global distribution: Asia 54% Africa and Middle East 16% Europe 14%

Figure 7 - Value added of fish processing by region in 2010

Industrial capture fisheries



Global distribution: -

Figure 8 - Value added of industrial capture fisheries by region in 2010


Industrial marine aquaculture

GVA: USD 3.6 billions


Global distribution: Asia 83% Europe 9% NAFTA, Central and South America 7%

Figure 9 - Value added of industrial marine aquaculture by region in 2010

Offshore oil&gas



Global distribution: shallow water 93% deep water 7%–

Figure 10 - Value added of offshore oil& gas by region in 2010

Shipbuilding and repair



Global distribution: Asia 47% Europe 25% North America 23%

Figure 11 - Value added in shipbuilding and repair by region in 2010


Figure 12 - Employment in shipbuilding and repair by region in 2010

Marine equipment



Global distribution: –

Offshore wind

GVA: USD 2.9 billions

Total employment: 38000

Global distribution: Europe 90% China 9%

The industries that accounted for the major share of GVA were offshore oil&gas exploration

and production, maritime and coastal tourism, port activities and maritime equipment.

Considering that a maritime activity can be understood as an industry connected with the sea,

especially in relation to seafaring, commercial or military activity, and a marine activity can

be understood as an industry manufacturing products found in the sea, or produced by the sea,

the blue economy can be defined as the sum of the economic activities of blue-based industries

(both maritime and marine), and the assets, goods and service of marine ecosystems.

Referring to these definitions and considering the future possible development, the blue

industries can be categorized as follows in the table.

Established activities Emerging activities

Capture fisheries Marine aquaculture

Seafood processing Deep- and ultra-deep water oil&gas

Shipping Offshore wind energy

Ports Marine renewable energy

Shipbuilding and repair Marine and seabed mining

Offshore oil&gas (shallow water) Maritime safety and surveillance

Marine manufacturing and construction Marine biotechnology

Maritime and coastal tourism High-tech marine products and services

Marine business services Others

Marine R&D and education

Dredging

The blue economy of next 20 years will be primarily driven by developments in global

population, the economy, climate and environment, technology, ocean – maritime and coastal


– regulation and management. For each of them follows a detailed description of its

contribution:

Population – in 2050 population will count extra 2 billion people. They as consumers will

stimulate sea-borne freight and passenger traffic, shipbuilding, marine equipment

manufacturing, exploration for new offshore oil&gas reserves. Ageing population will

continue to target coastal location for holidays, cruise tourism and motivate medical

and pharmaceutical sectors to accelerate marine biotechnology research.

Global economic growth and international trade – in spite of the global economic growth

will remain modest the Gross Domestic Product (GDP) is expected to rise significantly.

In particular the global freight trade could more than triple in 2050. Attention is already

been given by shipping lines and shipbuilding companies to future changes in markets,

routes, type of cargo and type of vessel. Great incomes will be originated by marine

tourism and cruise tourism.

Food – as a consequence of the population growth, exploitation of the seas as a source

of food will have to be deeply revised, in fact its capability is undermined by overfishing

and pollution. The increase for seafood will be absorbed by a new marine aquaculture.

However, many challenges dealing with climate changes, availability of sites, better

management, disease must be addressed.

Energy – Energy issues are common to all maritime industries and are strictly connected

with the market price. In particular, offshore oil&gas exploration and production

activities, since they are particularly capital intensive, in event of low prices have been

often scaled back, deferred or abandoned. A consistently high oil&gas prices are also an

essential ingredient for the progress of offshore wind and marine renewables, as well as

algal-based biofuels. Offshore wind farm will continue to benefit from government

subsides, and in the longer terms also tidal, wave.

Environment – The real constraint for the future development of the ocean economy is

the very likely further deterioration in the health of the ocean ecosystem (atmospheric

and marine carbon dioxide concentrations, provision of oxygen, hydrothermal

convection cycle, hydrological cycle, coastal protection and biodiversity). The most

important consequences felt by fishing and aquaculture operations, offshore oil&gas

industry, coastal communities, shipping companies, tourism and marine bio-prospecting

are biodiversity and habitat loss, changes in fish stock composition and migration

patterns, high frequency of severe weather events, climate changes. Paradoxically, the

latter open up new business opportunities: the continuous melt of the Arctic ice cap will

open the Northern Sea Route for commercial shipping and consequently will trigger a

reorganization of the global supply chain both within Europe and between Europe and

Asia. Obviously, further potential risks to the vulnerable Arctic environment could be

expected.

Science, technology and innovation – Innovations in advanced materials, subsea

engineering and technology (for offshore oil&gas and deepsea mining), sensors and

imaging, satellite technologies, computerization and big data analytics, autonomous

systems, biotechnologies and nanotechnologies are expected. In particular, autonomous

(unmanned) ships, robotics for oil&gas and seabed mining, biotechnologies for

increasing the fish health for aquaculture, new materials for renewable energy farms

will see the greatest innovations.


International regulation and governance of the ocean economy – Regulation of ocean

activities is expected to continue to be largely sector-driven, with efforts focusing the

integration of emerging ocean industries into existing regulatory frameworks. New

standards for the environmental protection will be one of the main causes forcing the

adoption of new technologies and the improvement of some emerging industries.

Industry

Compound annual

growth rate for

GVA between 2010

and 2030

Total change in

GVA between 2010

and 2030

Total change in

employment

between 2010 and

2030

Industrial marine aquaculture 5.695 303% 152%

Industrial capture fisheries 4.10% 223% 94%

Fish processing 6.26% 337% 206%

Maritime and coastal tourism 3.51% 199% 122%

Offshore oil&gas 1.17% 126% 126%

Offshore wind 24.52% 8037% 1257%

Port activities 4.58% 245% 245%

Shipbuildind and repair 2.93% 178% 124%

Maritime equipment 2.93% 178% 124%

Shipping 1.80% 143% 130%

Average of total maritime-based industries 3.45% 197% 130%

Global economy between 2010 and 2030 3.64% 204% 120%

Figure 13 and 14 show an interesting comparison between the consolidated data of GVA and

employment in 2010 and the relevant trend for 2030.

Figure 13 - Overview of industry-specific value added 2010 and 2030

Figure 14 - Comparison of the direct employment in the blue economy in 2010 and 2030


A detailed description of the trend of each industry considered is below listed:

Water transport



Shipbuilding and repair



Maritime equipment



Port activities



Maritime and coastal tourism



Industrial capture fisheries



Industrial marine aquaculture



Industrial fish processing



Offshore oil&gas



Offshore wind


Total employment: 435000

Finally, two alternative scenarios, which shape the future blue economy in two different

directions, one accelerating and the other slowing the future development of the maritime-

based industries, have been studied. They include economic growth, technological

development, governmental regulations and the state of the climate and environment in 2030.

The “sustainable scenario” assumes high economic growth and low environmental deterioration

due to the development of resource-efficient and climate-friendly technologies combined with

a supportive governmental framework that provides the right incentives to allow the blue

economy to thrive economically while meeting environmental standards.

The “unsustainable scenario” assumes low economic growth and serious environmental

deterioration. Coupled with faster than expected climate change and environmental damage


and low rates of technological innovation, the blue economy experiences a challenging outlook

beyond 2030.

Figure 15 compares the GVA in the blue economy in 2010 and 2030 under different scenarios.

GVA in 2010 is USD 1.5 trillion. In 2030, in sustainable scenario GVA is more than USD 3.2 trillion,

in business-as-usual scenario USD 3 trillions, and in unsustainable scenario USD 2.8 trillion.

Figure 15 - Value added in the blue economy under different scenarios

The higher GVA in the “sustainable scenario” is a consequence of a higher production of

offshore wind and higher total fish production and processing due to a more intensive

exploitation of aquaculture and a more rational fish stock management. The difference with

the unsustainable scenario is quite small: oil&gas, shipping and ports are expected to increase

at a faster rate, but fish activities decrease slightly. In every scenario, rising demand for LNG

and LPG could see close to 900 new vessels being built between 2015 and 2035, and almost 55

new cruise ship will enter service by 2020.

As a conclusion, recent studies carried out by a variety of intergovernmental agency, industrial

associations, research institutions and consultancy companies organized the growth projections

of maritime industries into three categories with respect to prospects for growth and

employment, time range and uncertainties.

Sectors with prospects for modest business and employment growth

Capture fisheries: the projection sees practically zero growth through 2030.

Offshore oil&gas: the sector’s future is really hard to judge because the growth

prospects are clouded, in any case the growth rate for oil and gas are very different:

for oil 0.4 % per year, and for gas 1.5% per year. Over the medium term (15 years),

offshore crude oil deep-water activities will significantly increase while the shallow ones

will decrease. A strong growth in gas extraction is expected both in shallow and deep

water. The current persistence of low oil&gas prices could stop the ultra-deep water

explorations. However, given that the request of the market is always high this industry

is increasingly obliged to explore new frontiers in order to find new competitive

hydrocarbon reserves. According to Borelli the future possible options are: increase the

recovery rate form reservoir; develop offshore gas production, treatment and export;

develop unproduced geology plays in shallow, deep and ultra-deep waters; develop new

areas in remote and extreme environments (the Arctic holds about the 30% of the

world’s undiscovered gas and 13% oil, the water depth is less than 500 m – shallow water

– but the weather conditions are extremely hostile); develop unconventional

hydrocarbons; pursue offshore gas hydrates production.


Sectors with prospects for high log-term growth of business and employment

Shipping: long-term growth in container traffic is expected to be broadly in line with

that for total seaborne trade, while below average in tanker and bulk cargos. Very fast

growth is foreseen for LPG/LNG, passenger roro transport, cruise and other passenger

(coastal) traffic.

Figure 16 - Seaborne trade projections, 1985-2040 [million tonnes]

Figure 17 - Past vessel completions and future new building requirement

Shipbuilding: the growth expected in seaborne trade is projected to be reflected in

shipbuilding, even if its growth is influenced by many other factors such as: global trade

expansion, energy consumption and prices, vessel age profiles, ship

retirement/scrapping and replacement, changes in cargo types and trade patterns,

existing facilities capacity. Despite the overhang, the next 20 years could see significant

growth in new building requirements. Moreover, there is a strong linkage to

developments in other maritime and marine sectors: offshore oil&gas, offshore wind,

cruise tourism, capture fisheries and marine aquaculture. Despite the current low oil

prices, the demand for drillships, semi-submersibles, floating production units (FPSO,

FSRU), offshore supply vessels, offshore wind farms is expected to grow markedly. On

the strength of rising demand in marine tourism, extra cruise ship new building

requirements are expected to be in the range of 6/8 vessels per year. Demand for new


fishing vessels is expected to increase quite strongly in the next 20 years from 175 vessel

per annum (2016-2020) to about 346 (2031-2035).

Maritime surveillance and safety: ships have grown even bigger; trade flows of

potentially hazardous freight are growing apace; piracy has become a major concern in

several regions of the world; new destinations and routes in hostile but pristine areas of

the globe (Arctic) are emerging; new uses of the seas (ultra-deep water oil&gas, seabed

mining, aquaculture, renewable energy) are multiplying; new technology such as e-

navigation, autonomous and unmanned vessels, remote operation of offshore platforms

are already almost available. These factors are set to act as driver behind the expansion

of the maritime surveillance and safety industry.

Offshore wind: over the last 20 years, the offshore wind sector has progressed from the

first small pilot project to a consolidated industry with the effective potential for

significant further growth. Current installed capacity is greater than 7 GW, while

projections suggest there is potential for 40-60 GW by 2020, and, in the more optimistic

scenarios, 400 GW by 2030 and 900 GW by 2050.

Marine aquaculture: global demand for fish food is expected to continue to rise over

the next decades, as a direct consequence of increased world population. The optimistic

scenario proposed by FAO assumes an aquaculture production increase of 58% by 2022

with 4.3% per year, decelerating the growth rate at 2 % per year by 2030. In terms of

food fish productions, aquaculture would account for 62% of the global supply destined

for direct human consumption by 2030. It is conceivable that, in order to sustain such

growing rate, marine aquaculture would require significant progress on reduction of the

environmental impact of fish farms in coastal regions, improved disease management,

significantly higher proportions of non-fish feed for carnivorous species, and more rapid

advances in the engineering and technologies required to establish offshore aquaculture

operations.

Marine tourism: despite occasional shocks tourist arrivals have shown steady growth

over the past six decades. International tourist arrivals worldwide are expected to

increase by 3.3% a year from 2010 to 2030, to reach 1.4 billion by 2020 and 1.8 billion

by 2030. New destinations in Asia and Latin America are emerging. Also for that reasons,

new ship constructions are expected.

Sectors with significant long-term potential but not operating at commercial scale for some

time to come

Marine renewable energy: oceans and seas contain a massive source of potential energy

waiting to be harnessed. In many countries, renewable energy from oceans and seas

(tidal, wave, current, osmosis, thermal) is considered as an important actual and future

source of power generation for the transition to a low-carbon future. Commercial

interest in renewable energy is growing significantly at a global level, and there is the

potential worldwide to develop 337 GW of wave and tidal energy by 2050. However,

many obstacles are present in the way of its development to full potential. Indeed,

renewable energy technologies are often still in an early demonstration phase, largely

involving short-duration testing deployments, with only a few prototypes before the

commercialization phase. Research efforts and funding are spread over many different

concepts, and there is still no technology convergence, on the contrary of wind energy.


Investment costs are high, and in times of low oil&gas prices operational viability

compares unfavorably with alternative power sources.

Deep-sea mining: the mineral resource potential of the deep sea is generally considered.

However, the extent of that potential is extremely difficult to assess with any accuracy.

Only a fraction of oceans and seas has been explored. All offshore mining today is in

shallow water (less than 300 m) on the continental shelf areas. There is the potential

for current offshore mining to expand into deeper water, but it is thought unlikely that

this type of mining will extend beyond the limits of the continental shelf. Deep-sea

mining is mainly concerned with three classes of mineral deposits: manganese nodules,

cobalt-rich ferromanganese crusts and seafloor massive sulphide deposits. A

fundamental challenge for operators and regulators in assessing that potential is that

there are still no examples of deep-sea mining that could serve as benchmarks for

analysis (production has not yet started). As a result, there are no economic data to

report or consider. The problematic economic outlook for wider-scale deep-sea mining

is further complicated by the environmental issues surrounding the extraction of

minerals from the seabed. There is great concern about the potential disturbance and

damage that could be inflicted on ocean-floor and deep-water ecosystems about which

very little is known. In any case, deep-sea ecosystems are highly vulnerable and

interconnected and environmental assessment and precautionary approached are

therefore advocated.

Marine biotechnology: marine biotechnology has the potential to address a raft of major

global challenges as sustainable food supplies, human health, energy security and

environmental remediation, and to make a significant contribution to green growth in

many industrial sector. Notwithstanding difficulties of definition, the global market for

marine biotechnology products and process is a significant and growing opportunity. In

2010 it was estimated at about USD 2.8 billion and is projected to grow to around USD

4.6 billion by 2017. On the health front, there has been increasing interest in marine

microbes, particularly bacteria, with studies demonstrating that they are a rich source

of potential drugs. Marine biotechnology has also displayed widespread commercial

potential in industrial products and process, and in the life sciences industry as a novel

source of enzymes and polymers. On the energy front, algal biofuels appear to offer

quite bright prospects. A theoretical production volume of 20000-80000 liters of oil per

hectare per year can be achieved from micro-algal culture, whereby only the lower end

of the band seems to be achievable with the current technology.

Carbon capture and storage: carbon capture and storage (CCS) is commonly considered

a very potentially technology able to reduce CO2 emissions. Interest is growing in storing

CO2 in saline aquifers due to their enormous storage capacity, and several demonstration

projects are in operations or in the pipeline. Among the main hurdles that need to be

overcome are the lack of a legal and regulatory framework and wider public support.

Blue economy, long considered the traditional domain of shipping, shipbuilding, fishing, and

offshore oil&gas, new activities are emerging: offshore wind, tidal and wave energy, offshore

aquaculture, seabed mining and marine biotechnology. These are fast-developing and reshaping

and diversifying the maritime economy, while at the same time becoming increasingly

interconnected both with another and with traditional maritime sector.


Despite long-standing efforts of existing institutions (IMO, FAO, ILO, ISA, IPBES, IUCN…) the

regulatory regimes at global, regional levels are struggled to keep abreast of these real-world

changes, especially in respect of emerging industries. A large number of traditional players

have already developed their own regulatory systems, and well-established scheme for

maritime safety, pollution prevention, but emerging industries are not yet integrated into the

existing regulatory structure.

Two particular issues are continuously tackled by the international Regulatory Bodies of

Shipbuilding and Shipping: Pollution and Safety.

Air emissions from shipping are significant, indeed different studies estimate CO2 emissions

from shipping at around 2-3% of total global emissions, SOx emissions at 5-10% and NOx emissions

at 17-31%. Shipping emissions are projected to increase over the coming decades. The IMO, for

example, indicates that shipping-related carbon dioxide emissions would double or triple by

2050 (IMO, 2014). Among the biggest obstacles to progress is that, to date, no practicable

method exists for assigning the emissions from a transnational voyage to an individual country.

Moreover, international vessels enjoy a great deal of flexibility with respect to country of

registration and choice of the national flag they fly on-board, which in turn often determines

the regulations to which it is required to comply. However, progress is being made and further

measures are on the not-too-distant horizon, which will oblige shipping companies to step up

their efforts to reduce air pollutants emission as well as greenhouse gas (GHG) emissions, not

least by pushing for energy efficiency.

Accidental oil spills make up only a small share of total releases of oil into the environment,

around 5-10%. For tankers, accidental oil spills of 100 t or more from vessels have been on the

decline worldwide for many years, much as a result of progress in reducing oil discharges from

routine oil tanker operations.

As new destinations open up, however, regulators need to act quickly to introduce appropriate

new packages of measures. For the Arctic, considerable progress has been made in recent years

on a Polar Code. There is now agreement on a mandatory code for ships operating in polar

waters which applies to passenger and cargo ships of 500 GT and above, and which covers the

full range of protection matters, including those of pollution prevention and environmental

protection. IMO Polar Code includes mandatory provisions in chapters covering: prevention of

pollution by oil, control of pollution by noxious liquid substances in bulk, prevention of pollution

by sewage from ships, prevention of pollution by garbage from ships.

But the advance of offshore oil and gas exploration and production especially into deeper

waters and harsher environments raises concerns about future risks of major oil spills from

offshore installations. Many observers see little prospect of a global agreement on this matter

over the short or medium term. No specific international institution seems inclined to champion

efforts to secure global conventions on safety or liability and compensation. Moreover, many

states are currently able to rely on regional organizations to make inroads into more effective

regulation of offshore drilling activities in their respective geographic areas.

Pollution of the seas may also arise from seabed activities such as dredging for aggregates and

seabed mining for metals and minerals, potentially resulting in sediment disturbance and

discharge of mineral waste and waste water into the water column or on to the seabed. In light

of the many unknowns and uncertainties associated with the potential environmental impacts


of deep-sea mining, pressure is growing to step up efforts to gather much more scientific data

and strengthen regulation ahead of the commencement of wider scale mining activity.

Figure 18 - Shift in fuel mix for all major ship types combined, 2010-30 (in percent)

A very large part of the world’s shipping fleet involved in international activities is fairly well

regulated from a safety point of view. However, maritime safety is facing numerous challenges

as it heads towards 2030. New maritime activities are coming to the fore along with new actors;

the seas are becoming increasingly crowded as shipping and offshore activities gain momentum;

potentially hazardous freight (e.g. LNG) is growing as seaborne trade expands; new destinations

(such as the Arctic) are emerging for commercial shipping, cruise tourism, oil and gas

exploration and extraction, fisheries and aquaculture; and big technological changes are

looming on the horizon in the form of e-navigation and autonomous and unmanned vessels. In

some cases this is happening in timely fashion, in others more slowly.

Safety of fishing vessels, for instance, is an area of slower progress, even though fatality rates

among fishermen tend to be much higher than the national average. In the area of offshore

renewables, too, international regulation on safety matters is slow to materialize. Offshore

wind energy is a case in point. While there are internationally well-established technical and

design standards (e.g. IEC 61400), there is no internationally applicable mandatory regulation,

and the IMO does not have the mandate to look into these matters. Consequently, individual

coastal states have had to develop their own legal frameworks. However, the development of

guidelines and practices has often been up to the industry itself, leaving manufacturers,

developers and operators to tailor their approach to each country or project.

In the absence of international regulation, voluntary standards are filling the void. For example,

the ISO’s new international standard, ISO 29400:2015, “Ships and marine technology – Offshore

wind energy – Port and marine operations”, aims to support development of the industry by

improving the safety and accessibility of the sites. It sets out “requirements and guidance for

the planning, design and analysis of the components, systems, equipment and procedures

required to perform port and marine operations, as well as the methods or procedures

developed to carry them out safely”.

Also lacking is a dedicated regulatory framework for offshore wind vessels. The operation of

vessels working on the construction and operation of offshore wind facilities is very different

from those deployed in the offshore oil and gas industry. In the absence of specific offshore

wind vessel regulations in Europe, classification societies have been developing rules for


stakeholders to follow. The IMO is exploring the possibility of such a framework covering

installation vessels, crew boats and categorization of offshore personnel.

A similar picture emerges with other marine renewable energy sources such as energy wave,

tidal current, etc., although here it must be borne in mind that these technologies are much

further from maturity and commercialization scale than offshore wind.

Advances in ICT, combined with other emerging technologies, are ushering in a new era of

automation in shipping and offshore activities. In particular, the progressive move from

traditional navigation practices to e-navigation, and in parallel that from manned vessels to

automated and then autonomous ships, will place heavy demands on ship-to-ship and ship-to-

shore communication as well as data exchange and analysis. It will also require new regulation

on a risk-based approach, and to date, the security of networks and information systems in the

maritime sector has received but scant attention. In fact, the current regulatory context for

the maritime sector on global, regional and national levels, there is very little consideration

given to cyber security elements.

Science has been, and will continue to be, a powerful driver of economic development in the

seas and oceans. The lack of knowledge about the oceans has inspired the development of

various large-scale and long-term efforts at reaching a more comprehensive level of knowledge.

Moreover, there is a similar lack of knowledge about the physical seafloor currently exploited

by seabed mining industry.

In the course of the next couple of decades, a string of enabling technologies promises to

stimulate improvements in efficiency, productivity and cost structures in many maritime

activities, from scientific research and ecosystem analysis to shipping, energy, fisheries and

tourism. These technologies include imaging and physical sensors, satellite technologies,

advanced materials, ICT, big data analytics, autonomous systems, biotechnology,

nanotechnology and subsea engineering.

Some examples of topics involved in the incremental development of new technologies closely

related with the new blue economy and in particular with shipbuilding are reported below:

Subsea engineering and technology: given its long history offshore oil&gas industry has

been the front-runner in subsea innovation. The objective for the future is to install

subsea the maximum amount of the functions required to produce the hydrocarbons

form the field, the ultimate goal being to be able to produce an oil fields without a

floater, the so-called subsea factory. Moreover, the longer term vision is to move

towards entirely electric powered subsea equipment that has no need for other sources

of energy.

Autonomous systems: in the marine environment, the development of autonomous

underwater vehicles (AUVs), remotely operated underwater vehicles (ROVs),

autonomous and semi-autonomous surface vehicles (ASVs), drones, stationary data-

collection and -relay stations, is set to expand considerably. Moreover, as demands on

safety, security and productivity increase, and further progress is made in

miniaturization, motion control and cognition sensing, it is expected that the use of

robots will expand in the fields of on- and off-board inspection, repair and maintenance.

Shipbuilding and marine equipment manufacturing is also expected to offer fertile

ground for autonomous systems by 2030 (higher levels of automation; use of intelligent


algorithms to convert 2D in 3D so accelerating the design process; additive

manufacturing of relevant ship and equipment components) combined with high-

performance satellite systems, AUVs, ROVs and ASVs hold out the promise not of

incremental but of quite radical innovations in some fields.

In addition to the incremental innovations set out above there is prospects of different

technologies emerging and converging to bring about quite fundamental shifts in knowledge

acquisition and in inter-sectoral technology synergies:

Oceans and seas floor mapping;

E-navigation, sea traffic management and smart shipping;

Sustainable strategies for dealing with offshore oil spills;

Traceability of fish stocks and fish products

As the world reels from the impact of various environmental breakdowns, industries are

required to play their role to reduce the negative impacts to nature global growth, and the

blue economy will be increased if sustainable choices will be taken. The significant long-term

growth expected in seaborne trade, cruise tourism, renewable energy, aquaculture, is

projected to be reflected in shipbuilding. The global value added for shipbuilding is estimated

to contribute around 103 USD billion to the global economy (mainly due to the construction of

high-value ships). Beside, shipbuilding industry is known as one of the hardest metal industries

with several chemical and hazardous material exposures and is termed as a high energy

consumption, high material consumption and high pollution industry. Thus, green shipbuilding

could contribute to minimize human and environmental risks by reducing the pollution to air,

water and soil; save resources; and improve economic and social benefits.

In particular, driven by global competition, new market entrants and many international green

initiatives supported by the new regulatory requirements of IMO, the European shipbuilding

industry have developed into a highly innovative sector. Greening provides new opportunities

for the European (and EUSAIR) shipbuilding industry to respond to the current challenges of the

sector.

Many international studies have been carried out in order to address the trends for green

shipbuilding that is green innovation in shipbuilding.

Initially, eight trends gathered in three groups have been identified:

1. Market driven trends lead to changes in company behavior, even in absence of regulatory

pressure, due to an increased level of environmental awareness of final customers

and/or companies. Some examples are:

a. The call for cost reductions through improved fuel efficiency of ships is

considered the main market driver for greening in the sector at present;

b. The market potential for increased environmental awareness and growing

interest in Corporate Social Responsibility.

2. Regulatory trends lead to a direct change in company behavior due to the definition of

a compliance requirement (MARPOL, BALLAST WATER MANAGEMENT). Some examples

are:

a. The market potential from the regulatory trend towards NOX abatement is

estimated, not considering retrofit, at € 9-12 billion;


b. The global market potential for SOX abatement technologies is estimated, mainly

thanks to retrofit, at € 17-49 billion;

c. The regulatory drive towards CO2 abatement initiatives has an overall global

market potential of € 10 billion per year until 2030;

d. With regard to ballast water and sediment treatment the global market potential

could be about € 25 billion for the period 2013-2030.

3. Future trends. This category includes a series of drives that are creating mew markets

or new business opportunities. Some examples are:

a. Offshore renewable energy is a major greening trend with an overall estimated

global market potential of about € 19 billion for the next 10 years.

b. In order to exploit opportunities related to the development of Arctic shipping

routes, ice breakers and ice strengthened ships will be required. The overall

global market potential is estimated at some 15-20 ice breakers until 2020,

resulting in an estimated potential of around € 0.4 billion per year. In addition,

a demand for ice strengthened ships, both for freight shipping and offshore oil

and gas applications, will be created, and this is estimated at a further € 0.5

billion per year.

These trends in practice have resulted in the search for technological innovation and therefore

in a number of different technological trajectories that have also found widespread in EUSAIR

region of interest of the project.


B.1.2 Technological trajectories in the shipbuilding sector of primary importance for the

Adriatic – Ionian area

The Smart Specialization Strategy (S3)

As previously mentioned, three Italian regions in the Adriatic-Ionian region have identified a

smart specialization topic connected to the maritime sector. The Smart Specialization Platform

(http://s3platform.jrc.ec.europa.eu) shows, through the Eye@RIS3 instrument, the priorities

identified for the Adriatic-Ionian regions:

Description Capabilities Target Markets EU Priorities

FRIULI VENEZIA GIULIA

Maritime

Technologies

1. Manufacturing & industry 2. Other manufacturing

1. Manufacturing & industry

2. Other manufacturing

1. Blue growth

2. Shipbuilding & ship

repair

PUGLIA

Blue and green

economy

1. Agriculture, forestry &

fishing

2. Fishing & aquaculture

1. Agriculture, forestry

& fishing

2. Fishing &

aquaculture

1. Blue growth

2. Fisheries

SICILIA

Sea (bio-

resources and

nautical

technologies)

1. Manufacturing & industry 2. Motor vehicles and other

transport equipment

1. Agriculture, forestry

& fishing

2. Fishing &

aquaculture

1. Blue growth

In the Adriatic-Ionian area, another Italian region should be mentioned, Calabria has identified

a specialization area answering a specific Blue Growth priority connected to the sea economy:

Description Capabilities Target Markets EU Priorities

CALABRIA

Trans-shipment

and inter-

modality logistics.

1. Transporting & storage 1. Transporting &

storage

2. Water transport &

related services

1. Blue growth

2. Transport &

logistics (incl.

highways of the seas)

The main stakeholders

In the italian regions involved, in addition to national and territory related aggregations, there

is a significant number of formalized aggregations in the research and innovation field on

regional level and even at national level, as represented in the following table.

Regional National

http://s3platform.jrc.ec.europa.eu/


Apulia Boating Productive District

Technology District Amar – Sicily

Technology District Sicily NAVTEC

Maritime Technology Cluster FVG

National Technology Cluster “Trasporti Italia

2020”

CONSAR – Ship-owners Consortium for the

Research

UCINA – National shipyards and nautical

industries Union

Italian Nautical Association

CNR National Research Council (INSEAN,

ISMAR, ISSIA)


REGIONAL SPECIALIZATION AREAS

S3 FVG – MARITIME TECHNOLOGIES

NATIONAL TEMATHIC AREAS

CTN Sustainable Mobility - “Trasporti Italia 2020”

SNSI

NATIONAL TECHNOLOGY TRAJECTORIES PRIORITIES

“Maritime Technologies” smart specialization area, includes Friuli

Venezia Giulia traditional sectors that, in the past and nowadays,

have built up connections and strong links with other sectors of

regional economy and, in particular: ship and boat building, offshore

and respective production chains, transport, logistics and navigation

and nautical services.

Sustainable mobility refers to industrial sectors in road, rail, maritime,

logistics and respective production chains fields. Include technological

domains related to design, production and propulsions systems management,

materials and components for means of transport, sensors, logistics and

specific ICT applications for the Intelligent Transport Systems (ITS). 6

innovation trajectories and 10 research trajectories was identified for the

maritime sector.

The five national thematic areas identified are the following: 1. Smart and sustainable industry, energy and environment 2. Health, nutrition, quality of life 3. Digital Agenda, Smart Communities, smart mobility systems 4. Turism, Cultural heritage and creative industry 5. Aerospace and defense

A. PROJECT DEVELOPMENT METHODOLOGIES AND NEW PRODUCTS, PROCESSES AND SERVICES DEVELOPMENT

Innovation trajectories Research trajectories

A1. development of innovative approaches for project development

(methodologies and instruments for the alternative design, LCD,

design for dismantling and disassembling, etc.);

New Concept Project development methodologies

3 [SMART MOBILITY] > Smart building technologies, energy efficiency, environmental sustainability

A2. definition of new concepts for products, processes and services

New Concept Project development methodologies

3 [SMART MOBILITY] > Smart building technologies, energy efficiency, environmental sustainability 1 [SMART INDUSTRY] > Innovative productive processes with high efficiency and for the industrial sustainability

B. “GREEN” AND ENERGY EFFICIENCY TECHNOLOGIES

B1. technologies and methods for energy management and production

and managing the on board energy balance; Efficient vehicle Energy production and management

3 [SMART MOBILITY] > Smart building technologies, energy efficiency, environmental sustainability 1 [SMART INDUSTRY] > Smart grid technologies, renewable sources and distributed generation technologies

B2. technologies dedicated to reduce carbon impact in the building

and management of maritime products; Integrated ship Decarbonisation Production technologies

1 [SMART INDUSTRY] > Innovative productive processes with high efficiency and for the industrial sustainability 1 [SMART INDUSTRY] > Smart grid technologies, renewable sources and distributed generation technologies

B3. treatments tailored to reduce environmental impact of maritime

means of transportation (noise, vibration, chemical impact,

recycle/re-use)

Sustainable vehicle Environmental sustainability

3 [SMART MOBILITY] > Smart building technologies, energy efficiency, environmental sustainability 1 [SMART INDUSTRY] > Innovative and environmental friendly materials

B4. technologies, automation and home automation systems for on

board systems and living areas; Comfortable vehicle

3 [SMART MOBILITY] > Smart building technologies, energy efficiency, environmental sustainability 3 [SMART MOBILITY] > Embedded electronic systems, smart sensors networks, internet of things

B5. New materials and/or new sustainable materials applications in

terms of environment, lighting and reduction of energy consumption Sustainable vehicle

Structural lighting

1 [SMART INDUSTRY] > Innovative and environmental friendly materials 1 [SMART INDUSTRY] > Innovative production processes with high innovation rate and environmental sustainable

C. SAFETY TECHNOLOGIES

C1. technologies and systems for safety of maritime vessel,

infrastructures and transport means; Safe and secure vehicle Vehicle’s integrated security

3 [SMART MOBILITY] > Systems for urban safety, environmental monitoring and critical or risk events prevention

C2. methodologies and prevention systems for behavior of the vehicle

in different operational, even extreme, conditions; Safe and secure vehicle Vehicle’s integrated security

3 [SMART MOBILITY] > Systems for urban safety, environmental monitoring and critical or risk events prevention

C3. on-board and shore-sea navigation integrated systems, port

operations integrated systems, offshore facilities management

systems;

Integrated ship ICT Technologies

System integration Port systems

3 [SMART MOBILITY] > Tecnologie per la diffusione della connessione a Banda Ultra Larga e della web economy

C4. systems and technologies supporting human operator and for

reduction of human error. Safe and secure vehicle System integration

3 [SMART MOBILITY] > Systems for urban safety, environmental monitoring and critical or risk events prevention 3 [SMART MOBILITY] > Embedded electronic systems, smart sensors networks, internet of things


Technology trajectories in the specialization topic “Maritime Technologies”

“Maritime Technologies” specialization area includes the traditional sectors of the Friuli

Venezia Giulia Region, that in the last decades, has developed strong links and connections

with other sectors for the regional economy, and in detail: ship and boat building, offshore,

related specialized production chains, transport, logistics, navigation and nautical services.

A. DESIGN AND DEVELOPMENT METHODOLOGIES FOR NEW PRODUCTS, PROCESSES AND

SERVICES

A1. development of innovative approaches for project development (methodologies and

instruments for the alternative design, LCD, design for dismantling and disassembling,

etc.);

A2. definition of new concepts for products, processes and services.

B. “GREEN” TECHNOLOGIES FOR ENERGY EFFICIENCY

B1. technologies and methods for energy management and production and managing the

on board energy balance;

B2. technologies dedicated to reduce carbon impact in the building and management of

maritime products;

B3. treatments tailored to reduce environmental impact of maritime means of

transportation (noise, vibration, chemical impact, recycle/re-use);

B4. technologies, automation and home automation systems for on board systems and

living areas;

B5. New materials and/or new sustainable materials applications in terms of

environment, lighting and reduction of energy consumption.

C. SAFETY TECHNOLOGIES

C1. technologies and systems for safety of maritime vessel, infrastructures and transport

means;

C2. methodologies and prevention systems for behavior of the vehicle in different

operational, even extreme, conditions;

C3. on-board and shore-sea navigation integrated systems, port operations integrated

systems, offshore facilities management systems;

C4. systems and technologies supporting human operator and for reduction of human

error.


B.2 - Recognition of specific technologies and new materials relevant in the field of green

shipbuilding technologies.

Definition of green shipbuilding technology:

The objective of green shipbuilding is to minimize the offal and harmful emissions during

design, manufacturing, service and decommissioning in order to reduce the pollution to air,

water and soil, save resources and improve economic and social benefits. This objective of

green shipbuilding passes through the concepts of green ship and green shipyard.

Figure 19 – Green shipbuilding as the sum of Green Ship and Green Shipyard.

Green ship mainly depends on green design: ship should be designed to minimize the effect on

the environment during manufacturing and service, while green shipyard shall ensure the high

efficiency of materials and energy in shipbuilding, reduce the harmful emission and smoothen

the process of integrated hull construction, outfitting and painting.

With ships accounting for 30% of the total NOx there have been several regulations that will

impose a reduction in emissions of up to 70%. To reduce emissions this significantly will require

dramatic changes to ships from shape of the hull, type of fuel, material used and even the type

of paint required.

This section highlights the key technologies and the new materials that arise from the

shipbuilding needs in the field of increase of energy efficiency and reduction of environmental

impact.

In the following is proposed a review of solutions applied globally (B.2.1) followed by a focus

on the existing realities within the EUSAIR (B.2.2).


B.2.1 Technologies and new materials applied in the reference sector

I - TECHNOLOGIES FOR THE INCREASING OF SHIP'S EFFICIENCY

1 - Appendages for the optimization of the propeller flow (power required [-2 -8%]

according to the technology and compared to the configuration without appendages; mainly

applied on cargo ships):

There are different technologies that provide the equipment of various supplement at

the prow, round or stern of the propeller. The objectives are to optimize the incoming

water flow to the propeller, to maximize the thrust and to improve the wake. These

systems can belong to the original ship project or even being design to improve the

performances of the existing ship.

Figure 20 - (on the left side) the stator pre-swirl developed by Daewoo Shipbuilding & Marine Engineering - South Korea, (on the right side) a system with a rudder bulb and an interceptor developed by Scandinavian study3.

The research of mathematical models even more advanced for the development of

software and equipment in the computational fluid dynamics and experimental fields.

The objectives are to obtain more efficient propeller-ship system projects and to make

possible that a more sophisticated design could create an added value to the ship

product in order to give a impule to the local shipbuilding;

3 http://www.marinepropulsors.com/smp/files/downloads/smp11/Paper/WA2-3_Hollenbach.pdf

http://www.marinepropulsors.com/smp/files/downloads/smp11/Paper/WA2-3_Hollenbach.pdf


Figure 15 – An unsteady simulation of the working propeller carried out by the department of Shipping and Marine Technology of Chalmers University of Technology (Gothenburg, Sweden).

3D scanning (reverse engineering) of the propellers, the appendages and the stern for

rapid reconstruction of their CAD digital model (Computer Aided Drafting), essential for

the design, the hydrodynamic optimization and construction of the appendages;

Figure 21 - 3D scanning carried out by SmartGeoMetrics (HOUSTON, USA).

2 - Air lubrication systems for the hull's friction reduction (fuel consumption [-5, -10%]

according to the technology, to any type of vessel):

hydrodynamic studies for the optimal conveying of the air bubbles under the hull,

thereby minimizing the escape of the bubbles from the ship sides and avoiding them to

reach the propellers;

optimization of the air injection system;

characterization of the air flow to vary of boundary conditions.


Figure 22 - AIDA prima: First Dual-Fuel, Air Lubricated Cruise Ship Delivered. Owner: AIDA Cruises – Builder: Mitsubishi Heavy Industries Nagasaki.

3 - Paints designed to reducing friction between the wetted surfaces of the ship and the

water during navigation (-3% absorbed power, fuel consumption -10% in 10 years with

silicon paint compared to a conventional antifouling paint) but which do not release harmful

substances to the environment:

nanostructured super hydrophobic coatings that trap air / steam reproducing the effect

of the air cushion;

diffusion of silicon coatings that minimize friction, prevent the creation of sealife such

as algae and molluscs on wetted surfaces, provide long life, even for pleasure boats.

Figure 23 - Coating refitting of the hull of M/V Cartour Delta, owned by Caronte & Tourist shipping company.

4 - Systems for active trim and speed optimization, finalized to minimization of

consumption (fuel consumption -5% compared to the "without configuration", applicable to

any type of vessel):

software for evaluation of optimal speed taking into consideration route, weather

conditions and time of arrival;


systems for optimal control, in terms of fuel consumption, longitudinal trim taking in

consideration load conditions, weather, sea conditions and speed.

Figure 24 - Performance Monitoring: Data Collector & Optimum Trim Estimator developed by CETENA4 (A Fincantieri Company).

5 - Systems for dimensioning and efficient management of on-board energy systems:

software tailored for simulation of integrated on-board energy systems under varying

conditions of use. Each ship is a complex system and they are challeging to optimize,

especially some typologies of ships (as cruise ships) which have complicated energy

balance. Some purpose designed software could allow an efficient ship's energy systems

both in designing and in managing, saving several percentage points in terms of energy

consumption.

6 - Systems for management of lightning and air-conditioning, in different ship areas, that

regulate the intensity of intervention in relation to the presence of passengers:

through a focused management did place to place, from the air-conditioning and

lighting, it is possible to save energy consumption percentage, especially for passenger

ships (ferries, ro-pax, cruises).

1. adaptation on ship purposes of sensors for surveying and evaluating passengers

number;

2. development of autonomous control systems for lightning and temperature setting

with reference to presence or not of passengers on-board.

4 http://www.cetena.it/

http://www.cetena.it/


7 - Diffusion of hybrid propulsion and on-board electric balance management systems

(diesel-renewable-battery-electric):

performance improvement (duration, efficiency, capacity/volume, capacity/weight) of

electric accumulation systems (lithium, salt, etc);

diffusion of hybrid energy system in nautical sector;

Figure 25 - Operating grid of hybrid system developed by Greenline5 (Begunje na Gorenjskem, Slovenia).

diffusion of hybrid energy systems in the field of fishing vessels.

Figure 26 - Teseo I, the first hybrid commercial fishing vessel built by Cantiere navale Tringali6 (Augusta SR, Italy) in the framework of research project PON TESEO: High Efficiency Technologies for Energy and Environmental

Sustainability On-board.

8 - Lightweight and high performance materials applied in shipbuilding and ship fitting:

application of composite materials (weight of composite facilities -40% compared to

steel structures with the same functions, applicable to any type of vessel);

5 http://greenlinehybrid.si/ 6 http://cantieretringali.com/

http://greenlinehybrid.si/

http://cantieretringali.com/


Figure 27 - Patrol Boat Foscari, belonging to NUMC (New Minor Combating Unities) category, Italian navy, built by Fincantieri7 ( Riva Trigoso GE shhipyard, Italy). Part of superstructures realized in composite material by

Intermarine8 (Sarzana SP, Italy).

application of light metal alloys.

9 - Additive manufacturing for light components construction and design:

re-design of ship components finalized to the application of additive manufacturing

technics for inbuilt lightening.

Figure 28 - Examples of mechanical parts designed to be constructed with the technique of additive manufacturing.

10 - Study the off-design behavior of the ship:

During the design phase, considering the different immersion, balance and speed

conditions from those forecasted in the project, could allow a relevant energetic saving

7 https://www.fincantieri.it/cms/data/pages/000026.aspx 8 http://www.intermarine.it/en/products/defence

https://www.fincantieri.it/cms/data/pages/000026.aspx

http://www.intermarine.it/en/products/defence


if we consider the entire cycle of the ship use. Indeed, this approach is rewarding

especially for cargo ships, ferries and for all those ships that can travel in conditions in

turn very different from those provided from the project. From an energetic point of

view, it is interesting evaluate the possibility to adequate the ship speed to the

characteristics of the cargo transportation. Indeed, a low reduction of the speed node

in compared with that of the project can lead to even a relevant fuel saving.

1. To study the off-design behavior of the ship in project phase;

2. To develop the supporting electrical tools which help the crews to set-up the

better navigation parameters.

II - TECHNOLOGIES FOR THE REDUCTION OF HAZARDOUS EMISSIONS IN THE ATMOSPHERE

11 - Increase in application of natural gas in the propulsion and for energy production on-

board9 (using natural gas CO2 -25%, NOX -85%, SOX -100%, Particulate -99% compared to

HFO):

development of technologies for LNG cryogenic reduction, in quantities feasible with

maritime transport and high security standards;

development of technologies for CNG storage with high security standards;

development of good practices for supply of natural gas (LNG o CNG);

increase the service of natural gas bunkering stations (LNG o CNG).

Figure 29 - LNGPac LNG ship propulsion system designed by Wartsila10.

9 Global Marine Fuel Trends 2030 - Lloyd’s Register foresees an 11% increase of the total in the use of

natural gas for ship propulsion by 2030. 10 http://www.wartsila.com/products/marine-oil-gas/gas-solutions/fuel-gas-handling/wartsila-lngpac

http://www.wartsila.com/products/marine-oil-gas/gas-solutions/fuel-gas-handling/wartsila-lngpac


12 - Installation of washing system for ship’s engines exhaust emissions “Scrubber” (CO2

+5%, SOX -97%, Particulate -85%% compared to the "without configuration", applicable to

any type of vessel):

conversion of standard exhaust systems with modern scrubber systems (H2O with open

circuit, NaOH with closed or hybrid circuit), of primary importance for ship compliance

with new and strict international regulations in the field of ship emissions.

Figure 30 - Conversion solutions proposed by Wartsila.

13 - Renewable energy sources on-board:

application of piezoelectric floors on cruise vessels aimed to electric energy production

against the natural movement of passengers;

development of performing and optimized photovoltaic surfaces for maritime purposes

(self-cleaning, non-oxidable, durable and with low aesthetic impact);

application of air-generators for electric energy production while the ship in the port or

close to the harbour.

Figure 31 - To the left, the piezoelectric floor; right, transparent photovoltaic surface installed on the cruise ship Celebrity Solstice (Royal Caribbean).


14 - Motor-sailing propulsion:

Adaptation of automatic systems to ship purposes in order to provide sail support to

engine propulsion. There are sailing systems that can be automated not only for pleasure

crafts but also for commercial purposes. In the currently technological and political

scenario, a sailing propulsion viewed as support to that mechanic can be certainly taken

into consideration. On the one hand, the possibilities offered by the automation and, on

the other hand, the continuous research of even more efficient energy solutions can be

effectively considered in today context. For instance, the closer application are the

cargo ships which are doing transoceanic routes and are carrying goods. Indeed, the

speed is not a basic feature for the relative markets.

Figure 32 - Concept design WASP designed by Dykstra Naval Architects11 (Amsterdam, The Netherlands).

15 - Shore connection:

ship power charging through electric cable during the stay in port “Ship 2 Shore Power”.

In this manner, ship’s engines can be turned off or intensely reduce the power provided

with a consequent emission reduction in areas close to town centers or high natural and

landscape areas;

fueling dual-fuel ships or gas fueled with a flexible pipe provided in the port during the

stay. In this manner the ship is not consuming own stocks and use a clean fuel that

allows emission reduction in areas close to town centers.

11 http://www.dykstra-na.nl/designs/wasp-ecoliner/#

http://www.dykstra-na.nl/designs/wasp-ecoliner/


16 - Underwater robot for cleaning of wetted surfaces of operating ship:

the progressive increase of organisms on ship’s wetted surfaces, lead to a gradual

deterioration of hydrodynamic efficiency related to a friction increase with the water.

Cleaning process of these surfaces is carried out periodically when a ship reaches the

dry dock and this operation is normally carried out one every three years. The possibility

to keep wetted surfaces clean, with competitive costs, during the ship operation, could

help to keep hydrodynamic efficiency in average higher of some percentage points in

spite of the normal timing of dry docking.

Figure 33 - (on the left) Ship keel cleaner producted by Fleet Cleaner12 (Grijpskerk - The Netherlands), (on the rights) ship keel cleaner producted by Hulltimo13 (Apprieu - France).

III - TECHNOLOGIES FOR THE CONTAINMENT OF THE ENVIRONMENTAL IMPACT

17 - Design for dismantling and disassembling:

Even though advantageous to ship-owners, the disassembly of ships is a crucial issue.

The of disassembly of the Indian ship becomes an environmental and social problem.

The ships are dissembled without any safeguarding nor for the environment nor

especially for human life. Every year the deaths are countless. Thus, it is necessary the

development of socially and environmentally alternative solutions.

development of design techniques which take into account the possibility to disassemble

and use some materials and parts of the ship at the end of life;

use of recyclable, recycled or reusable materials for boats and ships outfitting;

development and promotion of non-conventional materials for the construction of

pleasure boats which are reusable or recyclable (aluminum, fiber and natural resins,

wood treated with natural resins).

12 http://www.fleetcleaner.com/product/ 13 https://services.crmservice.eu/raiminisite?a=FEY9pLHXWFV1XHUy5r0nDqOUKD6w3VRLkQkSahxnWjg=

http://www.fleetcleaner.com/product/

https://services.crmservice.eu/raiminisite?a=FEY9pLHXWFV1XHUy5r0nDqOUKD6w3VRLkQkSahxnWjg=


Figure 34 - (left) Covering made of recycled plastics, porous (lightweight) and marble effect; (Right) disassembling of an oil tanker at one of the ship breaking yards (beach) of CAMAS (Ghodbunder or Mumbaisu,

India).

18 - Ship waste management:

the spread of vessels, fixed plant and on-board equipment for remediation of

wastewater produced during the navigation. On the contrary to a common belief,

recently studies (P.O.N. project STI-TAM - Development of Innovative Technologies for

the treatment of liquid wastes of navigation aimed at Environmental Protection Marino

– Italy) have showed that the phenomenon of the spill in the polluted sea water used for

cleaning the cargo tanks of chemical or petroleum products and bilges, is not yet solved.

For this reason it is fundamental enhancing the mobile and fixed infrastructure, the

control procedures and the design of a system of public incentive for ship owners and

the companies offering the service.

19 - Reduction of vibro-acoustic emissions of ships propulsion systems:

hydrodynamic studies aimed at the improvement of acoustic performances and

vibrations caused by marine propellers. The noise and trembling issues produced by ship

propellers have two negative consequences related to the discomfort for marine species

and passengers.


Figure 35 - Example of CFD analysis of a marine propulsion system.

20 - Use of recyclable and / or recycled materials for the construction of boats or for

equipping vessels:

today, it is very interesting the employment of recycled and low cost materials for

the coating surfaces (decks, bulkheads, furniture) both in nautical and ship sectors.

Indeed, these materials are ecological (recycled and recyclable), performing (they

have an internal structure that makes them light) and economic (emulating materials

as wood, marble and other finest materials);

Figure 36 - Example of plastic composite panels.

in pleasure boating, extremely interesting becomes today the possibility to realize boats

or at least part of them exploiting the 3D print techniques. Even now several researches

on materials and the development of bigger machines have to be made. This opportunity


to "print" more innovative hulls, in line with the desires of ship-owners, are attracting

highly the shipbuilders.

Figure 37 - World’s First 3D Printed Kayak14.

21 - Use of bio-fuels (-50% CO2 net entered in the atmosphere, considering the whole

production chain and with the energy level generated by the engine):

bio-fuels are produced from biomass and not from fossil hydrocarbons, therefore the

carbon dioxide released into the atmosphere following their combustion is the same

absorbed by the plants that generated the fuels. Considering that the whole chain that

produces bio-fuels consumes energy generated by traditional sources, it is estimated

that the net production of carbon dioxide, using bio-fuels, should be 50% lower than

using fossil fuels on equal terms;

Figure 38 - The life cycle of the carbon dioxide contained in the biodiesel15.

14 http://www.grassrootsengineering.com/blog/2014/03/18/worlds-first-3d-printed-kayak/ 15 http://gruppomarseglia.it/il-biodiesel/

http://www.grassrootsengineering.com/blog/2014/03/18/worlds-first-3d-printed-kayak/

http://gruppomarseglia.it/il-biodiesel/


biofuels are made in the most industrialized countries from raw materials produced

within them or from countries in different parts of the world. This helps to reduce the

dependence of these states on oil supply from the Middle East countries. While

representing a partial replacement of the traditional sources, this solution can assume,

in the medium to long term, a strategic role in energy policy;

today, the fuels sold in the European Union for the automotive must contain a minimum

of 5.5% of biofuels but this amount will increase to 10% already in 2020. Some producers

of fuels, such as ENI, already placing fuels containing higher percentages of biofuels;

another very important aspect, environmentally, for boats is that the bio fuels are

completely biodegradable if dispersed in the environment.

22 - Closing the life cycle of pleasure boats:

most of boating hulls is made of fiberglass. The fiberglass is considered not recyclable.

Some recently studies have showed that it is possible to reuse the fiberglass by grinding

the boats at the end of life. The results of this grinding process is the possibility to

realize conglomerates to employ in the construction industry (civil or industrial) as

structural components of new fiberglass boats or as material to build consumer objects

that currently are made of plastic.

Figure 39 - A not uncommon example of boats in fiberglass let from the latest owners.

23 - Ballast Water Management:

the recent acceptance of the Sweden to the International Ballast Water Management

(BMW) adopted by the IMO in 2004, has determined a new change point in the

management of the ships' ballast water. Indeed, these water are an intercontinental


vector for animal and plant microorganisms moving from one side to the other of the

globe and, in most cases, they take root and proliferate in foreign sea areas, outside

their ecosystem. This is due to serious changes in the natural balance of the other

ecosystems in which they arrive. The entrance of Sweden has determined an overcoming

of the minimum thresholds, ensuring that the Convention becomes effective. Thus, 52

countries representing more than 35% of the global fleet participate and the convention

became in effect at the time of the latest acceptance (the September 8, 2017). This

will have important repercussions on shipping. From the shipbuilding side, it will open

the market of conversion of the existing shipping, which will have to be adapted to new

standards and new buildings will must be equipped of foreseen systems at the

introduction of the convention.

IV - TECHNOLOGIES FOR OFFSHORE

24 - Floating liquefied natural gas FLNG:

increase of FLNG fleet, ships designed to extract, treat, liquefy, store and tranship

natural gas. The great advantages provided by this technology is to avoid the

construction of pipelines and the possibility to move effectively the products already

processed instead of compressed natural untreated gas. This improves the logistic and

opens new opportunities to the ship markets in the transportation of LNG.

Figure 40 - Prelude FLNG ship (floating liquefied natural gas) designed to extract, store and transfer the gas, build by Samsung Heavy Industries shipyard on Geoje island for the Shell company. It is the largest vessel ever

realized, 488 meters length e 74 wide.

25 - Systems for electric energy production through renewal sources in marine

environment:

development of more efficient systems for wave-motion energy production;


development of more efficient systems for marine stream energy production;

development of easy installation and economic efficient floating systems dedicated to

wind power production.

26 - Recycling of wind turbine blades:

the topic about the recycling of the boat hulls remains the same for the wind turbine

blades because they are made of the same material. Karl Larsen, the writer of the report

on the wind turbine blades recycling, has highlighted that 225.000 tons of materials

coming from wind plants will have to be recycled within the next 25 years in all over

the world. Therefore, all companies that invest in this area will have to face the problem

of disposal and recycling of wind turbine blades: the majority of wind turbines have

been installed in recent times and their life time is 20 year; therefore it is necessary to

find effective solutions to prevent the problem assumes large as soon as possible.


SYSTEMIC APPLICATIONS OF TECHNOLOGIES

Smart Ship:

Considering the technologies developed in the field of Robotics and the development of

algorithms of artificial intelligence, it is reasonable to believe that we are at the dawn of new

classes of ships. The ships will be equipped of help navigation systems which calculate the best

route, speed, trim, air conditioning and lighting parameters to minimize consumption while

exploring the best conditions of comfort for passengers. They will able to assessing the better

countermeasures to adopt and to evaluate if it is better to intervene or even leave the ship.

Soon probably, in case of sudden failure during the navigation, the parts will be built directly

on board, during normal use of the ship. All this must not wonder, technologies already exist

and have been developed for military, medical and aerospace industries.

Independent cargo ship:

For the same reason, the cargo ships will navigate independently setting up the better

navigation parameters as balance, course and speed, also in view of waiting times to the

destination terminal; all for maximizing efficiency and always in compliance with the best

conditions for the load. Probably early, in the case of a sudden breakdown in navigation, the

necessary spare parts will be built directly on board, during normal use of the ship. These

technologies now exist in the military, medical and aerospace sectors.

Environmentally sustainable fishing boat:

Future fishing boats will be equipped with propulsion systems with innovative architectures

(thermal-electric hybrids with accumulation) and will use natural gas as fuel. This makes them

more efficient, but also much more operable (in line with the requirements imposed by the

fishing techniques for which are designed), comfortable, and therefore safe.

Event under the building techniques profile there will be substantial changes. Shapes and

materials will change in order to standardize the production, as soon as possible. This will allow

to get more efficient the production process.

They will be afforded of more and more selective fishing gear and treatment systems, storage

and tracking of the fish. All this to protect of the customers and marine species health.

Multi energy offshore platforms:

In this family there are profoundly different types of offshore platforms. Some examples:


Platforms for oil drilling coupled with wind turbines that produce not only electricity

used to power all the onboard systems but also to feed the pumps that send pressurized

water into the pit, currently powered by gas turbines.

Platforms combined with integrated wind-tidal fields that, during peak production,

produce hydrogen from sea water and store it.

FLNG platforms integrated with renewable energy production systems (wind, tidal) that

break down the natural gas producing hydrogen and carbon dioxide. The latter is fed

back into the pit lowering the total carbon footprint.

Closing the life cycle of pleasure boats:

Today, the major part of pleasure boats are built with a composite material made up of glass

fibers and synthetic resins. The next and most important objective to get sustainable this

Mediterranean shipbuilding sector is to impose a life cycle closed to pleasure boats. To do this,

we need the study of systems for the management and the re-use of fiberglass and/or the

change of craft construction’s material.

It is just possible the spread of biofuels to feed boating units to get them suitable, for instance

by applying excise duties inversely proportional to the content of fossil hydrocarbons existing

in mixtures.

To put in practice this argument it is essential the involvement of the entire supply chain system

by the legislature to the final user. This goal can be reached only if systematically dealt.

With this in mind, strengthening the sectors in which the area EUSAIR is already in place, filling

gaps still exist and blending the foreground, the local maritime sector would be able to design

and build the high-technology ships of the future. This would bring, in a medium and long

period, an interesting slice of shipbuilding in Europe which in the last twenty years has shifted

to the giants of East Asia.


B.2.2 Technologies and new materials applied in the reference sector relevant in the

Adriatic – Ionian area

I - TECHNOLOGIES FOR THE INCREASING OF SHIP'S EFFICIENCY

1 - Appendages for the optimization of the propeller flow:

Along with INSEAN-CNR and the University of Genoa, Fincantieri is addressing a research

to the DESIGN DI PROPULSORI PUNP-JET within the national TRIM project.

Along with CATENA, Fincantieri is conducting a research aiming at naval refitting

through the installation of hydrodynamic attachments which improve the working

condition of propellers.

2 - Hull lubrication through air cushion:

the University of Trieste is carrying on with a research field focused on the study of

friction component reduction for the forward movement of the hull in the water. These

fluid dynamic, economic and technologic studies allowed defining what could be the

most competitive technologies available on the world scenario.

TRIM is a project already completed.

3 - Paints reducing the friction between ship’s wetted surfaces and water during navigation

and, at the same time, not emitting harmful substances for the environment:

Nanto Cleantech (multinational with branch office in Trieste), is developing, in

collaboration with Fincantieri, paints for ship’s wetted surfaces covering that,

benefiting from a super-hydrophobicity of the nano-structure of which are composed,

are able to reduce friction between hull and water;

Jotun (multinational with a plant in Muggia TS) holds a continuous research,

development and commercialization process dedicated to paints belonging to silicone

macro-category. The latter minimize the friction (+15% hull efficiency), prevent the

generation of animal and vegetal organisms on the wetted surfaces and guarantee long

duration (optimal performances for a duration of 7,5 years in ship applications) even in

the nautical sector.

4 - Systems for active trim and speed optimization, finalized to consumes minimization:

CETENA (research center for nautical construction and propulsion member of Fincantieri

Group with operational branches also in Ancona and Trieste) for many years have been


developing, testing and commercializing complete systems (software and hardware) for

definition of best navigation parameters like, for example, speed and ship trim,

software for optimal speed evaluation keeping in consideration route, weather

conditions and time of arrival.

Brodarski institute (research centre for marine technologies located in Croatia) has

developed various innovative systems specially for the passenger catamaran

MILLENNIUM DIAMOND16 and implemented into: the integrated system of monitoring and

regulation of ship systems, the system of automatic regulation of the ballast tanks that

enables automatic adjustment of the vessel’s draught during tide changes, solar panels

for a power supply of ship systems. The vessel can use a bio-diesel fuel.

Figure 41 – Passenger catamaran Millennium Diamond17.

5 - Dimensioning and efficient management systems for on-board energy system:

Fincantieri, in collaboration with CETENA, is developing a software for simulation of

energetic on-board integrated systems behaviour, on varying of use conditions. This

software is useful even during ship designing and management phases.

6 - Systems for management of lightning and air-conditioning, in different ship areas, setting

intervention intensity in relation to the presence of passengers:

The main shipyards engaged in the cruise ships and mega yacht area, (for instance,

Fincantieri, Perini, Azimut-Benetti, BRODOSPLIT, ULJANIK) have until now the relative

know-how and, probably, they place largely the components which allow to manage,

16 http://www.hrbi.hr/index.php/en/ 17 http://www.hrbi.hr/images/files/Brodovi/PASSENGER_CATAMARAN_Millenium_Diamond.pdf

http://www.hrbi.hr/index.php/en/

http://www.hrbi.hr/images/files/Brodovi/PASSENGER_CATAMARAN_Millenium_Diamond.pdf


space by space, lighting and temperature scenarios as a function to the space and

addressed to the energy saving.

On the other hand, this technology is fully grown civil domotic field yet (with different

actors at Italian level). For this reason, it would be desirable to combine the

competences of the fields in order to obtain results on energy savings and passenger

comfort.

7 - Diffusion of hybrid propulsion and on-board electric balance management systems

(diesel-renewable-battery-electric):

various Italian universities (University of Bari, Bologna, Pordenone, Trieste), EUSAIR

area, constantly bring forth research activity in the field of electric storage systems

aimed at improving performance (durability, efficiency, capacity/volume,

capacity/weight) exploring different reference technologies;

GREENLINE (motor boat builder of size approximately 10-20 meters, with headquarter

in Slovenia) offers a line of boats with a hybrid system composed of internal combustion

engine, electric motor, batteries and photovoltaic generator;

the technological cluster NAVTEC Sicily has developed, thanks to a team of research

centers and businesses including IAMC-CNR, ITAE-CNR, IM-CNR, Informatica Navale,

Tringali Shipyard, CETENA, Transfluid, a multi purpose fishing vessel equipped with a

hybrid system of energy production and management. The system, composed by thermal

engines, electric motors/generators, lithium-ion batteries and a solar generator, is able

to feed all the onboard systems (fishing equipment, accommodations, fish preservation

systems) and generate the propulsion for the ship which can be thermal or electrical

depending on working conditions.

8 - Lightweight and high performance materials applied in shipbuilding and ship fitting:

worldwide many shipyards using composite materials for the construction of boats,

mainly for pleasure or for competitions. Wanting to report a marine-oriented example,

Fincantieri equips its military constructions with different parts built in composite. In

many cases the company providing these parts is Intermarine. The composite parts are

built in the shipyard of Sarzana SP;

Intermarine again (Builder of recreational yachts and a complete range of work and

military boats) builds, at the historical Rodriguez shipyard in Messina, different types of

passenger transport (high speed craft) and military means, using light metal alloys such

as aluminum;


Figure 42 - FSWH37 fully submerged hydrofoil, designed and built by Intermarine at its shipyards Rodriguez in Messina.

even Ustica Lines (shipping company specialized in connections between Sicily and its

Islands) has recently begun the production of a new hydrofoils class.

Figure 43 - HF02 surface-piercing hydrofoil propelled by the new c-drive system, designed and built by Ustica Lines Shipyard in Trapani.

Brodarski institute designed the hull and superstructure of the fast missile corvettes

“PETAR KREŠIMIR IV” and “DMITAR ZVONIMIR18, built to special lightweight standards

using high tensile steel combined with light alloy.

18 http://www.hrbi.hr/images/files/Brodovi/rtop11.pdf

http://www.hrbi.hr/images/files/Brodovi/rtop11.pdf


Figure 44 - Fast missile corvette “PETAR KREŠIMIR IV”.

Brodosplit (one of the most important Croatian shipbuilders) designed and built a car

passenger ferry class19 in which hull structure is made of mild and high tensile steel and

aluminum above 10th deck level, utilizing the light weight in accordance with the strict

requirements for the vessel’s draft and stability.

Figure 45 - Car passenger ferry 4106 DTW.

Many boats and large yachts are made of aluminum, in whole or in part (superstructure,

deckhouses, flow, columns, etc.).

19 http://www.brodosplit.hr/Portals/17/Brodosplit%20separat_Car%20Passanger%20Ferry_2012.pdf

http://www.brodosplit.hr/Portals/17/Brodosplit%20separat_Car%20Passanger%20Ferry_2012.pdf


The excellent corrosion resistance of Al alloy is one of its most important

characteristics. Weld these products are usually as resistant as the parent alloy

corrosion. Under certain conditions, however, such as exposure to high temperatures,

the alloy can become susceptible to inter-granular corrosion

Aluminium has a far greater structural efficiency of steel - and magnesium as the main

alloying element, strength 5xxx series products is among the highest of all aluminum

alloys.

Aluminum is, of course, versatile because it easily handles - easy to cut, bend, cold

formed with standard engineering tools. Aluminum alloy marine quickly welded using

GMA-W or GTA-W processes; Aluminium is resistant to distortion during welding better

than steel, but welds themselves are very tough for subsequent cold forming. Taken

together, these factors deliver significant cost advantages for the constructor.

The long tradition in the foundry alloys ALUMINUM, 6 companies of Aluminium d.o.o

Mostar in Bosnia and Herzegovina, holding it by the quality of the manufactured blocks,

billets and ingots, in the top of Euro - aluminum industry.

Figure 46 - Aluminium d.o.o Mostar in Bosnia and Herzegovina

Properties and Attributes of Aluminum

Capabilities

High strength-weight-ratio Fuel Savings

Density one-third that of steel Increased Range

Excellent corrosion resistance Increased Payload

Weldable Higher Speeds

Ease of forming, bending and machining Maneuverability

Availability and diversity of functional semi

finished products

Stability

High thermal and electrical Conductivity Less maintenance

Recyclable Lower total ownership cost

Non-magnetic


On foundry technology, really modern plant for aluminum extrusion, electrostatic

coating and anodic anodizing, mechanical processing, laboratory measurements and

analysis of aluminum profiles companies in Feal doo and Presal Extrusion Ltd.

9 - Additive manufacturing for the construction of lighter components:

the LAMA FVG (Advanced Mechatronics Lab of Friuli Venezia Giulia) is conducting a

feasibility study about the redesign of naval components and construction with additive

manufacturing techniques aimed to structural lightening and implementing the Industry

4.0 processes. The laboratory possesses expertise and technology to redesign and build

(with additive manufacturing techniques) metal components up to 250x250x260 mm.

Figure 47 - Additive manufacturing machine into service at the LAMA FVG in Udine.

10 - To study the behavior of ship’s off-design:

there are different entities in the Italian Adriatic-Ionic area which are engaged in

studying and optimizing of the behavior of the ship in different conditions from those

forecasted by the projects. In this context, Fincantieri, Cetena and the University of

Trieste are leader in this issue.

II - TECHNOLOGIES FOR THE REDUCTION OF HAZARDOUS EMISSIONS IN THE ATMOSPHERE

11 - Increase in application of natural gas in the propulsion and for energy production on-

board:


Wartsila (multinational company with a plant in Trieste, Italy) has developed a series of

ship engines, both propulsion engines both generators, dual-fuel, designed to work with

both conventional fuels and natural gas. Wartsila in addition at build the engines,

provides a complete turnkey system, already succesfully installed on different ships that

sail around the world;

one of these is the F. A. Gauthier (first Ferry gas-powered serving the North America)

owned by the Société des traversiers Quebec and built in Italy by Fincantieri.

Figure 48 - F.-A.-Gauthier owned by the Société des traversiers Quebec and built in Italy by Fincantieri, is the first Ferry LNG-powered serving the North America.

Brodosplit designed the Green chemtank 3420. The Vessel design is developed targeting

environmentally friendly worldwide transportation through a set of focus areas, that

help build a green future.

Figure 49 - Green chemtank 34 (a Brodosplit project).

20 http://www.brodosplit.hr/Portals/17/PDF/Chemical_Tanker.pdf

http://www.brodosplit.hr/Portals/17/PDF/Chemical_Tanker.pdf


12 - Installation of washing system for ship’s engines exhaust emissions “Scrubber”:

Wartsila designs, manufactures and installs the scrubber systems in the three

technologies currently diffused (open loop, closed loop, hybrid) for all types of ships.

13 - Renewable energy sources on board:

Several companies coming from Italy, Slovenia, Albania, Greece and Croatia, produce

photovoltaic panels mono and polycrystalline, even for unconventional applications.

Especially Italy, after Germany, is the second European manufacturer. Many techniques

of the photovoltaic are just applied to the boating field. However, it is lacking a great

project that integrates a photovoltaic generator in the energy system;

The “Energy Floor”, made with piezoelectric devices, are becoming a steady reality.

They are installed both in entertainment places and in public areas such as subway

stations. There is an Italian start-up, entertainment places and in public areas such as

subway station, Veranu, which has developed a project (SEF - Smart Energy Floor). This

project is based on exactly the piezoelectric floors21 and it studies the energetic and

economical consequences.

14 - Moto-sail propulsion:

The sailing propultion or moto-sail is a technique for which Perini Navi company is

specialized in the pleasure boat segment.

21 http://www.veranu.eu/vision/

http://www.veranu.eu/vision/


Figure 50 - Maltese pleasure boat “Falcon” made by Perini Navi22 (Viareggio LU, Italy).

15 - Shore connection:

ABB is investing so much in the technical power supply of ships through an electric cable

provided from the port on the platform which named "Ship 2 Shore Power”. ABB implants

for power supply of ground ships are just installed and working at Göteborg, Juneau,

Vancouver, Seattle;

Figure 51 - Electrical connection systems ship- Harbour realized by ABB

Beyond having deliver the dual-fuel ships feeding both with gas and traditional fuel,

Fincantieri has accomplish recently the project (SEAPORT) for the installation of a power

implant of ships feed with gas while stationed in the port of Palermo.

22 http://www.perininavi.it/it/yacht/the-maltese-falcon-268#technical

http://www.perininavi.it/it/yacht/the-maltese-falcon-268#technical


Figure 52 -Implant of one of the gas distribution system branches designed by Fincantieri for the Port of Palermo.

16 - Underwater robots to clean the immersed surfaces of the ship into service:

no references were found in the EUSAIR area

17 - Materials, processes and innovative components for boat construction and repair:

New UVA polymerization resin for boat repair and composite components production.

The new matrix allows to eliminate the use of accelerators and catalysts and reduce of

about 60% the emission of styrene during the polymerization. Thixotropic resin is

formulated both for hand-layup applications than infusion processes. Complete

polymerization with 300sec of UVA exposure. Polymerization released by the

environmental conditions.

Advantages: elimination of issues related to resin working time; abolition of risks

associated with the use of accelerators and catalysts; removal of problems related to

migration of styrene, reduction of the environmental impact due to lower styrene

release.

Linset & Co (advanced composite material technology center in Fano, Italy - Marche

Region), formulate the new UVA resin product and a smart repair Kit composed by Pre-

preg tissue with UVA resin, UVA polymerization resin and filler, UVA paint, UVA lamps.


Figure 53 - Smart Repair Kit (left), UVA resin and filler at the Jec World- International Composites event in Paris 2016 (right).

Figure 54 - use of UVA resin for composite components made by infusion process.

Corset & Co (builder of high technology composite material components in particular

for marine sector) builds, at its shipyards in Fano (Marche Region) e Forlì (Emilia

Romagna Region), hulls, decks and small pieces of pleasure boats for the groups:

Ferretti, Cantieri del Pardo, Doufour Yatch, Mida Yatch; using the most innovative low

environmental impact production technology such as infusion process, RTM and eco-

friendly products (low emission resin UVA activated, experimentally vegetable fibers).


Figure 55 - hull manufacturing with the infusion process at the Fano establishment.

III - TECHNOLOGIES FOR THE CONTAINMENT OF THE ENVIRONMENTAL IMPACT

18 - Design for dismantling and disassembling:


19 - Management of waste substances from ships:

Within the STI-TAM project, it was developed a system aiming at clean up the washing

water of the cargo tanks of oily substances and bilges. Moreover, it was designed an

only one naval unit addressed to move these machines and to limit both the rough

product and treated products. This ship is designed to regain almost all hydrocarbons,

to wash water until its input again in the sea. The only waste produced by the ship is a

small percentage of mud bagful.


Figure 56 - Project of a ship for transshipment and treatment of wastewater produced by the cleaning of crates containing hydrocarbons23.

20 - Removal of vibro-acoustic emission standards for boat engines:

The vibro-acoustic optimization of propellers and all mechanical systems of the ship is

a major activity for CETENA. The application fields are various: passenger ships, yachts,

military ships. The activities involved the several phases of the implementation of a ship

project: the design with the help of the latest software for simulating, testing in the

laboratory and on board and offshore measurements.

Figure 57 - Hydrophone for measuring noise radiated into the marine environment from a cruise ship 24.

23 Progetto sviluppato nell’ambito del progetto di ricerca PON: STI-TAM - Sviluppo di Tecnologie

Innovative per il trattamento dei rifiuti liquidi della navigazione finalizzate alla Tutela dell'Ambiente Marino, patrocinato dal distretto tecnologico NAVTEC Sicilia.

24 http://www.cetena.it/index.php?option=com_content&view=article&id=39&Itemid=36

http://www.cetena.it/index.php?option=com_content&view=article&id=39&Itemid=36


21 - Use of recyclable materials and / or recycled for the construction of small units or for

equipping vessels:

Many European companies offer different coverings made from recycled materials. An

example is the (Gemona del Friuli – Italy) which realizes urban furniture, games for

parks, briccole, bridges and walkways made from recycled plastic;

Figure 58 - A pier made from PRECO SYSTEM with recycled plastic boards 25.

Two Italian designer have designed and built (at the moment in scale) a sail boat

exploiting the technique of additive manufacturing (3D printing). The advantages

offered by this technology are several. Focusing on the ecological aspect we can state

that: : this technique allows to avoid the construction of the manikin and the mold

(essential to the constructions with composite materials), involves the use of polymer-

based materials (more easily recycled than those traditionally used for the construction

of composite), minimizes the waste of material (supra materials do not exist and are

already the finished printing surface), it allows to manufacture high performance

structures and therefore efficient (it is possible to build unrealizable internal structures

with other techniques).

25 http://www.plasticariciclata.it/pontili-camminamenti-plastica-riciclata/

http://www.plasticariciclata.it/pontili-camminamenti-plastica-riciclata/


Figure 59 - Livrea 26, first sailing boat designed to be realized through the techniques of 3D printing 26.

Manufacturing of a 100% recyclable sail-racing boat. Loop650 will be the first recyclable

sail-racing boat, a 6,5m long boat designed to race single handed across the Atlantic in

a race known as the Minitransat. It will be made in sustainable and recyclable fiber and

recyclable bio based epoxy resin.

The Loop Project is supported by a regional scheme for innovative projects (“FRIM-Start-

up fund of Regione Lombardia”), GS4C is the applicant.

The materials will be tested by Linset & Co (an advanced composite materials

technology center in Fano, Italy - Marche Region). The boat was designed at

Skyronlabdesign and will be built at the technology center of Linset & Co.

26 https://www.linkedin.com/pulse/tradizione-e-innovazione-si-fondono-nasce-livrea-26-la-la-selva

https://www.linkedin.com/pulse/tradizione-e-innovazione-si-fondono-nasce-livrea-26-la-la-selva


Figure 60 - Loop 650, designed by Skyronlabdesign and will be built by Linset & Co at its technology center.

22 - Use of biofuels (-50% CO2):

the Italian Navy has signed a collaboration agreement with ENI27 (Italian multinational

petrochemical industry and the world's sixth largest oil group by turnover) for the

development and testing of a renewable fuel source, compatible with NATO standards

on marine fuels28. ENI, in collabotation with the U.S. Honeywell-UOP, has developed the

Ecofining™ technology. The final results is the GreenDiesel™ fuel, blending at least 50%

with traditional fossil fuel, meeting the NATO standards and avoiding to make the

changes or arrangements at the board implants. The raw material which feed the

process is palm oil, at the moment, but in the future it will be possible to feed it even

through oils from waste (the spent cooking oil, industrial waste) or advanced cultures

(microalgae). The Italian Navy was the first in Europe, and at the time it is the only one

to operationally qualify a fuel with 50% renewable source component, even in advance

of the European deadline, which forecasts for the use of 10% of renewable fraction

within the 2020.

27 https://www.eni.com/en_IT/home.page 28 http://www.marina.difesa.it/cosa-facciamo/flotta-verde/Pagine/I_Combustibili_alternativi.aspx

https://www.eni.com/en_IT/home.page

http://www.marina.difesa.it/cosa-facciamo/flotta-verde/Pagine/I_Combustibili_alternativi.aspx


Figure 61 - First ship in Europe fed by green diesel (ship Comandante Foscari - Italian Navy)29.

23 - Closure of the life cycle of pleasure boats:

the boat life-cycle management is relevant issue in Europe. Indeed, EU Directive No. 98

of 2008 states that the vessels have to be dismantled by the shipyard that built them

instead of the last owner. In Italy, UCINA (National Union of sites and Nautical Industries)

in collaboration with the former CNR-ICTP (Institute of Chemistry and Technology of

Polymers) have performed the ELB-end life boats study: GREEN ECONOMY30 project. The

study has the following objectives: to maximize environmental, social and economic

sustainability; to develop a national plan to address issues related to the entire life

cycle of high complexity (like boats); enhancing the waste materials and / or from the

disassembly, through their recovery and / or reuse, to orient standardization.

29 http://www.analisidifesa.it/2014/01/biocombustibile-per-la-marina-militare/ 30 http://www.fondazionesvilupposostenibile.org/f/Documenti/2014/ELB-

Green_Economy_Di_Martino_Ucina.pdf

http://www.analisidifesa.it/2014/01/biocombustibile-per-la-marina-militare/

http://www.fondazionesvilupposostenibile.org/f/Documenti/2014/ELB-Green_Economy_Di_Martino_Ucina.pdf

http://www.fondazionesvilupposostenibile.org/f/Documenti/2014/ELB-Green_Economy_Di_Martino_Ucina.pdf


Figure 62 - ELB project scheme (UCINA).

24 - Ballast water management:

A research team composed by Italy, Slovenia, Croatia, Bosnia and Herzegovina, Serbia

and Montenegro, Albania, has recently completed the project BALMAS – “BALLAST

WATER MANAGEMENT SYSTEM FOR ADRIATIC SEA PROTECTION”31. A strategic common

cross-border approach was recognized to be crucial because of the shared, specific,

vulnerable, economically important, semi-enclosed environment, in which control over

HAOP as well as international shipping cannot be limited by political borders. Ballast

water transferred by vessels has been recognized as a prominent vector of HAOP species,

which are, according to the United Nations, one of the four greatest pressures on the

world’s oceans and seas, causing global environmental changes and also posing a threat

to human health, property and resources. The BALMAS proposal integrates all necessary

activities to enable a long-term, environmentally efficient, financially efficient and

maritime transport sustainable implementation of BWM measures in the Adriatic. By

developing a joint Adriatic Ballast Water Management Decision Support system, Plan and

Strategy, BALMAS will ensure uniform requirements to ease shipping and at the same

time to maximize environmental and economic protection of all sea users.

31 https://www.balmas.eu/

https://www.balmas.eu/


IV - TECHNOLOGIES FOR OFFSHORE

25 - Floating liquefied natural gas FLNG:


26 - Systems of electricity production from renewable sources in the marine environment:

Since 2007, a research group composed by Polytechnic researches from Turin, ENEA,

IAMC-CNR along with companies likes skf, Siemens and National Instruments, has

developed a project oriented to the industrialization of a energy production system from

the waves. It is based on the union of the inertial properties of a rotating system and

gyroscopic effect "Inertial sea water energy converter"32. This project was financed with

funds from the regions of Piedmont and Sicily. The first demonstrator of the project

ISWEC has been installed off the coast of Pantelleria and has produced promising results

Figure 63 - ISWEC, inertial converter for energy production exploiting wave motion.

Since 1998, a team, guided by Prof. Coiro and assisted by some researches of the

University Federico II in Naples and the company Free-El Green Power from Trento, has

developed systems for the production of electrical energy from the sea current, taking

32 http://www.waveforenergy.com/technology

http://www.waveforenergy.com/technology


advantage of the favorable characteristics of the strait of Messina. From 2008 onward,

this project is called Sea Power33.

Figure 64 - Sea Power project, implant installed in the Strait of Messina, on the Sicilian side.

Fincantieri Offshore has developed the SEA FLOWER project, a new floating platform

typology for offshore wind turbines which allows to install wind farms at greater sea

depths and at a greater distance from the coast in compared with that was possible to

do until now. A solution that enables to exploit the greater intensity of winds, to obtain

a higher efficiency in energy production, with lower construction and maintenance

costs.

Figure 65 - Sea FlowerNew floating platform for the installation of offshore wind parks even in areas with deep water; designed by Fincantieri Offshore 34 (Trieste, Italy).

27 - Recycling of wind turbine blades:


33 https://tethys.pnnl.gov/annex-iv-sites/fri-el-seapower-messina-project 34 https://www.fincantierioffshore.it/sea-flower-.html

https://tethys.pnnl.gov/annex-iv-sites/fri-el-seapower-messina-project

https://www.fincantierioffshore.it/sea-flower-.html


B.3 - Recognition of connections developed among regional Smart Specialization

Strategies and maritime technology sector.

A table is made to compare the technological trajectories of the green shipbuilding sector

(lines) with the technological specialization trajectories of the EUSAIR regions related to

maritime technologies (columns). The first ones were described in the previous section and the

second ones were respectively obtained by S3 strategies for the regions belonging to UE

countries35 and by other documentation for non-European countries.

The columns relative to the regional strategies are blue in order to stress the attention on those

directly linked to the sea. On the other hand, the others are indirectly linked to the sea.

The 26 technologies identified for the green shipbuilding are grouped under four technological

trajectories (lines green highlighted).

The symbol "V" indicates that it has been found that a given technological trajectory of regional

specialization (column) is applied on a given technology (row).

The symbol "O" indicates that a given technological trajectory of regional specialization

(column) may be applied on a given technology (row).

Consulting the appendix I for the details

35 http://s3platform.jrc.ec.europa.eu/s3-platform-registered-regions

http://s3platform.jrc.ec.europa.eu/s3-platform-registered-regions


B.4 - Recognition of competence centers for the development of the technologies

identified.

Universities

A recognition of the University has been carried out in 8 countries of the EUSAIR area. This

process aimed to find out educational paths and programs with direct or cross-cutting relations

to shipbuilding technologies. 21 universities have been recognized (highlighted in light blue in

the table of the appendix II) that provides educational paths (first and second level degrees,

master, trainings) in the field of maritime technologies, and are divides as follows:

1 Albania: University of Vlore;

2 Bosnia e Herzegovina: University of Sarajevo, University of Banja Luka;

4 Croazia: University of Zagreb, University of Dubrovnik, University of Rijeka, University

of Split;

2 Grecia: National Technical University of Athens, University of Piraeus;

11 Italia (only EUSAIR regions): Università degli Studi di Bologna, International School

for Advanced Studies (SISSA), Università degli Studi di Trieste, Politecnico di Milano,

Università degli studi di Brescia, Università Politecnica delle Marche, Università degli

Studi di Bari, Università degli Studi di Catania, Università degli Studi di Messina,

Università degli Studi di Palermo, Università degli Studi di Padova;

1 Montenegro: University of Montenegro;

0 Serbia;

1 Slovenia: University of Lubljana.

In the area of the 8 EUSAIR countries, there are other 24 universities providing cross-cutting

educational paths connected to green shipbuilding technologies.

The outcome of this analysis is summarized a table in the appendix II.

Research centers

A recognition of the research centers located in the 8 countries of the EUSAIR area has been

carried out in order to identify the entities operating in topics connected to shipbuilding

technologies. 12 centers was identified as follows:

0 Albania;

0 Bosnia e Herzegovina;

5 Croatia: Brodarski Institute, Končar - Electrical Engineering Institute, Ruđer Bošković

Institute, EIHP - Energy Institute Hrvoje Pozar, Research Centre for Metal Industry in

Istrian County - MET.R.IS.;


1 Greece: Centre for Research and Technology Hellas - CERTH;

5 Italy (only EUSAIR regions): OGS – National Institute of Oceanography and Experimental

Geophysics, LAMA FVG – Advanced Mechatronic Lab of Friuli Venezia Giulia region,

CETENA – Center for Studies on Maritime Technics, CNR IAMC – Insitute for Coastal Marine

Environment, CNR ITAE – Institute for Energy Advanced Technologies;

0 Montenegro;

0 Serbia;

1 Slovenia: TECES Research and Development Centre for Electric Machines.

The outcome of this analysis is summarized a table in the appendix III.

Technology poles and scientific parks

A recognition of technology poles and scientific parks, located in the 8 countries of the EUSAIR

area, has been carried out in order to identify the entities supporting enterprises connected to

shipbuilding sector. The following 6 entities has been identified:

Italy 6 (only EUSAIR regions): Polo Tecnologico di Pordenone “Andrea Galvani”, Area

Science Park, MaTech – Galileo Science and Technology Park, VEGA - VEnice Gateway

for science and technology, Thetis, Veneto Innovazione;

The outcome of this analysis is summarized a table in the appendix IV.

Agencies for development

The recognition for this stakeholders category has brought to the identification of the following

actors, in addition to the project partner REZ (Regional Agency for Development Central BiH):

- Italy – Aster Emilia Romagna

- Croatia – Develpment Agencyof Sibenik Knin County

- Bosnia and Herzegovina – Development Agency of Sarajevo economic region (SERDA).

Main reference enterprises (prime contractors)

The survey carried out for the identification of the main companies in the sector includes -

where possible - not only prime contractors, but also companies belonging to the supply chain,

and it has followed different methodologies:

- in the regions of the project partners it has been possible to select and verify the

companies for their actual operativity in the sector covered by this study;

- in the Italian regions belonging to the Adriatic-Ionian area it was decided to present a

list of subjects drawn from Chambers of Commerce database, verifying the real activity


in the shipbuilding sector only for a first group of companies, selected according to the

company size given by the number of employees and by turnover value.

The full list of reference enterprises is included in the appendix V.


Appendix

Appendix I – Technology Trajectories

Appendix II – Universities

Appendix III – Research Centers

Appendix IV – Technology poles and research centers

Appendix V – Main reference enterprises (prime contractors)

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