Trans RINA, Vol 152, Part A2, Intl J Maritime Eng, Apr-Jun 2010


ship design have evolved much more and there are still very few models chain design.


for addressing intermodal transport


There is moderate hope that this will change. In our own business experience, we have seen increasing interest in transport chain design over the last two years. So there is clearly a demand. There publications


are several addressing encouraging intermodal transport chains


involving ships. Do the authors have an explanation why these are mostly from Norway, Denmark, Germany and the Netherlands? Perhaps it is due to a combination of strong focus on environmental issues, where government funding was available to compare economical and ecological impact of alternative intermodal transport chains.


A large part of the world fleet is built for charter services, where transport chains are less clearly defined as for liner services. Can we envision a design for multiple transport chains for charter service ships or is a more pragmatic


approach flexibility in charters?


My final thought concern the time factor. Extending the traditional ship design to a top layer where the transport chain is designed considering the system element “ship” at a lower level with fast and more estimates is an important


global design point for the maritime


industries. Hagen and Grimstad have succeeded in communicating this point with their concise and well written paper. Should we as a community also address an extension of design in the dimension time? Today, ships are mostly designed for the present economic and legal environment (extrapolated perhaps to the date of delivery for legal requirements). Legal and economic conditions change often dramatically over 25 or 30 years, both for single ships and transport chains. How do we incorporate the future into single-ship design or transport chain design?


Professor A Papanikolaou, Ship Design Laboratory, National Technical University of Athens


I would like to thank the authors for a paper of strategic importance for future ship design. The authors propose a new framework for ship design and maritime transport, in which recent public pressure to reduce gas emissions from shipping plays a very significant role. May be the importance of greenhouse gases (GHG) in shipping is overstressed, but anyway as the reduction of GHG comes inherently together with that of fuel consumption and propulsive efficiency, this is to a great extent covered as a major objective of traditional ship design optimization, for which designers always need to care; it should be noted, however, that fuel and engine related technology and measures need to be considered separately.


The proposed framework is highlighting the importance of integrated


shipping transport assessment tools 3. to generally


(integrated software), in which first the ship design specifications need to be investigated and optimized, so that they satisfy the needs and expectations of all stakeholders of the maritime transport chain. This is known as ‘logistics-based design’ (LBD), a notion introduced and further developed by the EU funded project LOGBASED, see Brett et al [4], in which both DNV and NTUA significantly contributed. Regarding the exploration


methodology is


of feasible solutions, the LOGBASED indeed based on an extensive Excel


spreadsheet (see footnote 1 of the paper and Ref. 29 for details of the LOGBASED modules). A further development of the LOGBASED methodology and the Parametric


Design Tool developed by NTUA is


presented in a recent publication, Ref. 30; there, a methodology for the


to a typical design for


shortsea-shipping scenario demonstrated. The introduced methodology reveals the benefits of a holistic scientific approach to


the optimization of complicated


transportation problems. The discusser thinks that this is entirely within the scope and objectives outlined in the present paper.


Some final more specific comments on the paper: 1.


is


Figure. 2 outlines the various ways for reducing emissions (and fuel consumption); among them of significant importance


in my opinion


optimization of weather routeing and loading condition (trim etc.), mainly for fast ships, but also independently for any ship type; it is a question how this


assessed onboard and whether they can be effectively integrated in platforms. 2.


2. only fuel software


Figure. 6 outlines the employed simplified model for the assessment of a transport scenario; it appears that this modeling takes care of


outlined unit change matrix (UCM)


kind of effects are today relevant


optimization of ship design


solutions within a multi-modal transport system, accounting for logistics, economics and environmental issues, is presented and its application


consumption and emissions;


however, required freight rate (RFR) will be one prime objective of the assessment and it appears missing from the shown model. 3. The


approach is indeed very effective to see trends, when changing parameters; it reminds me of the relational method of Normand, introduced some decades ago, for the estimation of ship weight components on the basis of a reference ship, when changing main design


however, nowadays, integrated design software systems may generate


very quickly


parameters; exact


parametric models, assuming an initial, reference


design. Thus, a question arises,


namely to what extent simplified models have still room for application today and when it is thought that they should be employed?!


A - 94


© 2010: The Royal Institution of Naval Architects


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