Transport and Marine 060902-Out Ec

E u r o p e a n C o m m i s s i o n

Community Research

T h e C o m p e t i t i v e

a n d S u s t a i n a b l e

G r o w t h P r o g r a m m e

1 9 9 8 - 2 0 0 2P r o j e c t

S y n o p s e s :

COMPETITIVE AND SUSTAINABLE GROWTH

Land Transpor t and Mar ine Technologies

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S u r f a c e t r a n s p o r t u n d e r t h e G r o w t h P r o g r a m m e ( 1 9 9 8 - 2 0 0 2 )

The Land transport and marine technologies project synopses represent the state-of-the art in surfacetransport research under the European Commission’s Competitive and Sustainable Growth Programme.

Grouped by sector and technological area, projects and other research actions are detailed as to objectives,methodologies and results. Administrative information is also provided and a comprehensive partner indexlists all Growth Programme participants.

Transport cover def 5/09/02 17:44

Project ObjectivesInnovations in the automotive area are mainly driven by new electronic systems. Withadditional electronics, electromagnetic noise emission increases. Thus the success ofnew technologies will also depend on the solution of EMC problems. A validation forsuch systems in early stages of the development is mandatory. This validation can onlybe carried out using simulation. EMC simulation is well advanced in the developmentprocess of automotive electronics but the simulation activities of the IC manufacturer,the electronic supplier and the car manufacturer are still stand-alone solutions. Anexchange of simulation data does not presently exist.In this project a new continuous concurrent simulation process based on the exchangeof EMC models between car manufacturer, electronic supplier and IC developer will bedefined. In the new process, the simulation of the car manufacturer is based on thesimulation models of the electronic supplier. Their simulation again is based on thesimulation models of the IC manufacturer.

Description of the workAfter the specification of the test set-up which is the first task of the project, the usedICs (integrated circuits) including micro controller and CAN (controller area network)bus driver, are characterised and modelled with the help of simulation tools andmeasurements. In parallel, modelling of the control module PCB (printed circuit board)layout and characterisation and modelling of the car environment including cableharness, car body and antenna is realised. All parts are modelled in three differentlevels of accuracy (level 0/1/2), which are used to develop and increase the accuracy ofexchange interfaces and simulation models. Finally the control module is integrated, virtual as well as in hardware, into the vehicle.System simulation is realised and compared to car measurement (coupling into carantenna). So the project is used for the development of new EMC-design concepts andvalidation of the simulation process by simultaneous measurements.

Expected resultsAs result, new technologies can be validated at earlier stages of the development andopportune measures to reduce electromagnetic emissions can be started in time. Areduction of the time-consuming and cost-intensive production of hardware forredesign cycles will be possible and the reliability of whole electronic systems can beimproved. The new simulation process can fundamentally influence the introduction ofnew technologies in a vehicle, by reducing the time to market and cutting the risk ofEMC.

Cont inuous S imula t ion o f EMC in

Automot ive App l ica t ions

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Title : Continuous Simulation of EMC in Automotive Applications

Acronym: COSIME

Contract N°: G3RD-CT-2000-00305

Proposal N°: GRD1-2000-2594

Total Cost : €1 945 075

EU Contribution: €1 098 082

Starting Date: 01/02/00

Duration: 30 months

Scientific Coordinator : Dr Friedrich HASLINGEROrganisation: BMW GROUP

KNORRSTRAßE 147DE-80788 MÜNCHEN

Contact: Dr Friedrich Haslinger Tel: +49 89 382 37812Fax: +49 89 382 44563

E-mail: [email protected]

EC Officer: Dr Zoe KetselidouTel: +32 2 29 63431Fax: +32 2 29 63307


Partners (name, abbreviation, country):

BMW Bayrische Motoren Werke AG BMW DMagneti Marelli Sistemi Elettronici S.p.A. MM ISTMicroelektronics SA (ST) ST FJohannes Kepler University of Linz – Institute for Communications and Information Engineering JKU ASiemens AG (SIE.ATD.ITPS) Siemens D

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Advanced design


Project ObjectivesThe ultimate aim of this project is to ensure that electromagnetic compatibility (EMC)problems will not compromise the success of future vehicle technologies that aim toimprove transport and minimise its environmental impact.This will be achieved by using electromagnetic modelling to investigate vehicle EMCperformance issues at the design stage, and to make better use of more limitedphysical testing. Several tools are available that are suitable for this purpose. Thisproject aims to investigate practical application issues, including:- the requirements for electromagnetic modelling in automotive applications;- the level of model detail that is required;- the uses and potential benefits of electromagnetic modelling;- how to maximise the efficiency of vehicle level simulations.

Description of the workThe work is based on foreground activities aimed at investigating various processissues, which are supported by a long-term background activity concerned withexperimental validation of numerical models. The main project activities are:- identification of requirements for automotive electromagnetic modelling;- definition of validation test cases and measurement requirements;- simulation of test cases using a variety of numerical techniques;- equivalent measurements on test cases in a variety of test environments;- critical assessment of correlation between models and measurements;- identification of techniques for efficient simulation of vehicle models;- identification of opportunities for introducing electromagnetic modelling into

vehicle design processes;- quantification of the anticipated benefits to the automotive industry;- development of practical guidelines for automotive electromagnetic modelling;- practical evaluation of the guidelines, by modelling two new vehicles;- dissemination of the project results, and the guidelines in particular;- project management.

Expected resultsThe project aims to establish the level of detail that is required in whole vehicleelectromagnetic models, the relative merits of different techniques, and the benefits ofmodel results.The main output will be practical guidelines for automotive electromagneticmodelling. These will be widely disseminated, through publications, workshops andthe internet. These results will help to maintain Europe’s lead in this field, and toimprove the competitiveness of the European automotive industry.

Guide l ines fo r E lec t romagnet ic Compat ib i l i ty

Model l ing fo r Automot ive Requ i rements

112


Title : Guidelines for Electromagnetic Compatibility Modelling for AutomotiveRequirements

Acronym: GEMCAR



Total Cost : €2 597 321



Duration: 36 months

Scientific Coordinator : Alastair RUDDLEOrganisation: MIRA LTD

WATLING STREETUK-CV10 0TU NUNEATON

Contact: Alastair RuddleTel: +44 2 476 355551Fax: +44 2476 355486


EC Officer: Dr Zoe KetselidouTel: +32 229 63431Fax: +32 229 63307



MIRA Ltd MIRA UKFord Motor Company Ltd FORD UKEADS CCR EADS FCentre Technique des Industries Mecaniques CETIM FQinietiQ QinietiQ UKEcole Polytechnique Fédérale de Lausanne EPFL CHHevrox EMC/Safety Services NV/SA Hevrox BOffice National d’Etudes et de Recherches Aérospatiales ONERA FVolvo Technological Development Corporation VTD S

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Advanced design


Project ObjectivesThe importance of diagnosis in on-board automotive systems is constantly growingtogether with the complexity of the systems. This important role has no confirmationin the design chain since diagnosis is currently only the last step in the design process.This situation leads to diagnostic functions that are often a compromise that couldsacrifice environmental, customer and sometimes also safety requirements. The IDDproject aims at solving this critical situation through the formalisation andstandardisation of the diagnostic design process and the realization of new tools forthe designers that can help them to evaluate and understanding the effects of eachchoice on the system being designed. A success in reaching these objectives will leadto new systems with higher degree of reliability and higher diagnostic performanceswith advantages for the environment, the safety and customers.

Description of the workThe re-organisation of the design chain with the introduction of diagnosis in an earlystage of the system development can be achieved by giving designers appropriatetools and methodology.Applying techniques of model-based diagnosis, a new approach for the design processof on-board diagnosis functions in vehicles will be defined, and prototypicallydemonstrated.The present OBD design process will be analysed using guiding applications.Requirements for all constituents will be derived to improve the present process. Anaccompanying design process for the intended functions will be defined. In themodelling step, suitable techniques will be identified which support the derivation ofmodels for diagnosis from developed or other tasks (simulation). Design rationales willbe investigated with respect to different strategies, and diagnostic tools for thedesigner will be defined and implemented. A uniform demonstrator will point out theessentials in the developed concepts.

Expected results- a methodology (requirements, architecture and modelling procedures) for diagnosis

integration in the design chain;- a prototype toolbox that performs this kind of integration, composed by a set of

software modules to be added to a design tool that;- will provide new functionalities to the design tool (e.g. simulation or evaluation of

the impact of different choices on diagnosability);- will automatically generate a diagnostic model;- will exploit models for other tasks, such as FMEA.

In tegra ted Des ign Process fo r

On-Board D iagnos is

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Title : Integrated Design Process for On-Board Diagnosis

Acronym: IDD



Total Cost : €3 203 031



Duration: 36 months

Scientific Coordinator : Fulvio CASCIOOrganisation: CENTRO RICERCHE FIAT

STRADA TORINO 50I-10043 ORBASSANO (TO)

Contact: Fulvio CascioTel: +39 11 908 3017Fax: +39 11 908 3082





Centro di Ricerche Fiat CRF IUniversità di Torino UNITO IDaimlerChrysler AG DC AG DTechnische Universität München TUM DMagneti Marelli S.p.A MM IOCC’M Software GmbH OCCM DPeugeot Citroën Automobiles PSA FUniversité Paris 13 UPN FRegienov Renault REGIENOV F

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Advanced design


Project ObjectivesThe main purpose of the RTD project TROPHY (towards prediction of hydroplaning:numerical simulation and experimental validation) is the development of advancedsimulation tools for tyre design under hydroplaning conditions, in order to reduce therisk of accidents on wet roads, thus increasing safety on the road. The integratedsoftware system customised to hydroplaning phenomena will enable the tyremanufacturers to efficiently design new generations of tyres, with higher resistance tohydroplaning,The simulation tools will account for the major phenomena affecting hydroplaning: - the strong deformation of the tyre and its non-elastic properties; - the water flow through the complex network of treads for a rolling tyre, influenced

by turbulence, free surface behaviour, air entrainment and spray formation; - the complex geometry and the strong influence of the fluid/structure coupling. New dedicated experiments will be used to validate the new simulation tools. Anadditional objective is the dissemination of the research outcome to the public and tosafety and transportation agencies.

Description of the workThe integrated software system will be based on existing commercial structural (FEM)and fluid (CFD) codes which will require some specific developments dedicated tohydroplaning phenomena. An FEM deformation and an FEM based tyre-ground contact modules, taking intoaccount non-linear material properties will be developed. Some new experiments willbe done in order to model the air entrainment and spray formation. These models willbe integrated in the CFD code. A module will be integrated in order to account for thefree surface behaviour. Finally the overall application will be developed in a weaklycoupled fashion.The developed models will be validated with innovative experimental measurements.Progressive, stepwise applications for non-rolling and rolling conditions in a straightline and a curved trajectory for non-treaded and fully treaded tyres will be treated.The outcome of the TROPHY project will be disseminated to the road and safetyauthorities by industrial end-users and by the Road Research Center, as well as to thepublic at large.

Expected resultsThe development of a complete analysis tool for tyre wet traction will improve theoverall quality, safety and reliability of tyres, leading to an increased safety on the road. It will also have a strong impact on the research costs over the long term and willultimately lead to a significant cost reduction to the consumers.Finally it is expected that the developed simulation can be adapted to other areas, suchas offshore fluid-structure interaction, marine sloshing and wind engineeringapplications.

Towards the Pred ic t ion o f Hydrop lan ing:

Numer ica l S imula t ion and Exper imenta l Va l ida t ion

116


Title : Towards the Prediction of Hydroplaning: Numerical Simulation and ExperimentalValidation

Acronym: TROPHY



Total Cost : €2 769 919



Duration: 36 months

Scientific Coordinator : Professor Charles HIRSCHOrganisation: NUMECA INTERNATIONAL SA

AVENUE FRANKLIN ROOSEVELT, 5B-1050 BRUSSELS

Contact: Professor Charles Hirsch Tel: +32 2 647 8311Fax: +32 2 647 9398


EC Officer: Patrick Mercier-HandisydeTel: +32 2 296 8329Fax: +32 2 296 3307



Manufacture Française des Pneumatiques Michelin MICHELIN FMSC Software MSC NLNumeca International NUMECA BPirelli Pneumatics S.p.A. PIRELLI IUniversity Hannover U.HAN DUniversity Martin Luther U.ML DVrije Universiteit Brussel VUB B

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Project ObjectivesThe objective of the ADVANCE project is to enhance the current situation of passengersafety simulations, in order to identify sensitivities and reduce dispersion of thesimulation responses, allowing for a cost-effective and predictive means of ensuringmore reliable automotive designs. The regulatory instances should also benefit fromthe outcome of the project since passenger injury evaluations may then be performedon a unified European basis, with higher frequency and accessibility than currentlyprovided only upon a manufacturer's requirements. The project should provide simu-lation enhancements modelling methodologies, evaluation and identification toolsand experimental data. Consequently, parametric studies on the dummy sensitivities tostructural, material and restraint system modelling will be performed.

Description of the workThe project is divided into six technical work packages and one management workpackage. It covers the following technical subjects:- evaluation tools and interfacing (WP2);- material investigations (WP3); foams, rubbers, tissues, etc;- structural modelling issues (WP4); energy losses, components, assemblies;- restraint systems (WP5); airbags;- experimental work (WP6); components, materials, devices;- parametric studies (WP7); dummy response, sensitivities to structural response.

Expected resultsDuring the course of the project, many experimental and numerical simulation resultswill be obtained and compared. This comparison will be based on the automaticquality rating and evaluation tool ADVISER, developed also within the project.Guidelines on the sensitivity of numerical models to modelling issues will be providedand improvements to some current theoretical models will be devised. We expect toimprove the acceptance and the validity of the crash simulations, especially within thedomain of safety applications

Advanced V i r tua l Ana lys is o f C rash Env i ronments

118


Title : Advanced Virtual Analysis of Crash Environments

Acronym: ADVANCE



Total Cost : €2 414 000



Duration: 36 months

Scientific Coordinator : Dr Kambiz KAYVANTASHOrganisation: MECALOG SARL

CENTRE D’AFFAIRES2 RUE DE LA RENAISSANCEF-92184 ANTONY CEDEX

Contact: Kambiz Kayvantash Tel: +33 1 555 90190Fax: +33 1 555 90190





MECALOG SARL MECALOG FDaimlerChrysler AG DC AG DTRW Occupant Restraint Systems GmbH TRW DNederlands Organisation for Applied Scientific Research TNO NLFundacio para la Investigacion y Desarrollo en Automacion CIDAUT ESPCAD-FEM GmbH CADFEM DPolytecnico di Torino PT IPolytechnika Warszawska WUT POLNational University of Athens NTUA ELRegienov EIG (Renault, RVI) RENAULT F

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Transport B 22/05/02 9:02 9

Project ObjectivesThe objectives of CHILD are to increase the knowledge in areas specifically regardingchildren, and to use the information in beneficial applications of child restraint systems(CRS) design, evaluation, testing and regulation. This project includes real-worldobservations and accident investigations, both real and virtual reconstructions, childmodels (dummy and human) and further evaluation of existing dummies.All these data will enable the investigation of child injury mechanisms and tolerancesand to establish injury criteria and risk curves. The information will be consolidated inthe context of child restraint design, testing and regulation. In addition CHILD seeks tocomplement the activities of other European projects such as PENDANT, HUMOS, VITES,ADVANCE and PRISM as well as the activities of EURONCAP, in order to establishProtection Reference Values for the different body regions for children. Formalcontributions will be made to bodies responsible for the development and revision ofrelevant child restraint standards.

Description of the workThe research programme is divided into four work packages, with clearly defined tasks,responsibilities and time-scales:WP1 consists of real-world observation and crash data collection, information relatingto use of CRS, management, analysis and dissemination of the data;WP2 is devoted to experimentation and modelling, dummy and sensors optimisation,development of numerical tools (both dummy and human), crash reconstructions (full-scale and virtual testing);WP3 enables the analysis and consolidation of the results, selection of accidents andsynthesis of the reconstructions, development of analytical tools for databases andinjury criteria, risk curves and procedures;WP4 is for the co-ordination of the project. A website will be set up as one major meansof information dissemination;A large consortium with good geographical representation within Europe and abalance between research, industry, regulation and testing make the strength of thisproject.The opportunity to apply this specialised knowledge to the characteristics, needs andcircumstances of children is fundamental and vital to ensure better protection in cars.

Expected resultsThe expected result is to increase the level of knowledge about child car occupants’safety, and use this knowledge in the applications of child restraint design, evaluation,testing and regulation. The outputs will include an invaluable source of real-world crash injury data; real andvirtual reconstructions, child-based simulation methods and tools, including humanand dummy models, further evaluation of the Q dummies, child injury criteria and riskcurves.Contributions will be made to authorities responsible for revision and development ofrelevant child restraint standards.

Advanced Methods For Improved Ch i ld Safe ty

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Title : Advanced Methods For Improved Child Safety

Acronym: CHILD



Total Cost : €4 506 640



Duration: 36 months

Scientific Coordinator : Françoise BRUN-CASSANOrganisation: RENAULT

132 RUE DES SUISSESF-92000 NANTERRE

Contact: Françoise Brun-Cassan Tel: +33 1 47 77 35 58Fax: +33 1 47 77 36 36


EC Officer: Angel Rodriguez LlerenaTel: +32 2 29 64213Fax: +32 2 29 63307



Regienov RENAULT FPeugeot Citroën Automobiles PCA PSA FFiat Auto S.p.a FIAT ITechnical University Berlin TUB DLoughborough University VSRC UKInstitut National de Recherche sur les transports et leur Sécurité INRETS FNetherlands Organisation for Applied Scientific Research TNO NLIDIADA Automotive Technology IDIADA EChalmers University of Technology Chalmers STRL Limited TRL UKBundesanstalt für Strassenwesen BAST DUniversité Louis Pasteur ULP FMedical University Hannover MUH D

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Project ObjectivesThe overall objective of the project is to contribute to the improvement of transportsafety through development of human body numerical models allowing an accurateinjury risk prediction for a large range of accident situations. An anthropometricdatabase, a scaling tool and a positioning tool will be developed to obtain threemodels representative of the 5th percentile female and the 50th and 95th percentilemale in driving and pedestrian positions. Data concerning internal organ interaction,the effect of muscle tone, the biomaterial behaviour during dynamic loading and injurymechanisms will be acquired and integrated in the models. After the validation of themodels, they will be extensively used in realistic crash situations to assess theircapabilities for injury prediction.

Description of the workThe project is structured into five scientific work packages. WP1 and WP2 will provide meshes of the 5th percentile female and of the 50th and95th percentile male in sitting and standing positions. For that, scaling and positioningtools will be developed respectively in WP1 and WP2. WP3 deals with the improvementof biomechanical knowledge concerning the mechanical properties of biologicaltissues, the effect of muscle tone and the whole body response to realistic impacts.Data provided by this work package will be collected in a biomechanical database thatwill serve as provider of input data for WP4. In this work package, the developedmodels will be improved by adding the simulation of injury mechanisms, ofpressurisation and of the effect of muscle tone and then validated. WP5 will bededicated to an extensive use of the validated models in different impact conditions toassess their capacity in predicting injuries.

Expected resultsThe main expected results are:- the definition of the 5th percentile female and the 5th and 50th percentile male;- scaling and positioning tools;- meshes of the 5th, 50th, 95th percentiles in driving and pedestrian positions;- a biomechanical database open to the project partners;- the modelling of muscle tone effect, pressurisation, injury mechanisms;- validated models of the 5th, 50th, 95th percentiles in driving and pedestrian

positions;- the assessment of the developed models in realistic impact situations.

Deve lopment o f a Set o f Human

Models fo r Safe ty 2

122


Title : Development of a Set of Human Models for Safety 2

Acronym: HUMOS 2



Total Cost : €4 476 462


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Jean Pierre VERRIESTOrganisation: INSTITUT NATIONAL DE RECHERCHE SUR LES

TRANSPORTS ET LEUR SÉCURITÉ – INRETS25 AVENUE FRANÇOIS MITTERRANDF-69675 BRON

Contact: Jean Pierre Verriest Tel: +33 4 7214 2350Fax: +33 4 7214 2360





Institut National sur les Transports et leur Sécurité INRETS FChalmersUniversity of Technology Chalmers STechnical University of Eindhoven TU/e NLEngineering System International Gmbh ESI DFaurecia sièges d’automobile S.A Faurecia FUniversity of Heidelberg UoH DSociété d’Etudes et de Recherches de l’école nationale supérieure des Arts et Métiers SERAM FMecalog SARL MECALOG FUniversité de la Méditerranée UnivMed FLudwig Maximilians Universität München – Institut für Rechtsmedizin LMU DPeugeot Citroën Automobiles PSA FRegienov Renault Recherche et Innovations REGIENOV FNetherlands organisation for Applied Research TNO NLVolvo Car Corporation Volvo SVolkswagen AG VW D

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Project ObjectivesCrashworthiness simulation has been a major factor that has enabled automotivemanufacturers to achieve a 30 to 50% reduction in development time and costs over thepast decade. And today, this technology is a mature and proven design tool for thedevelopment of conventional ‘ductile’ steel automotives where the predominant energyabsorption mechanisms are bending and plastic crushing. For these cases usually onlyminimal prototype testing is needed, at the end of the design phase, for the purpose ofconfirming the ‘simulation based design’. However, demand for greater weight savingand crashworthiness protection has necessitated new design concepts and the use oflightweight materials that often have limited ductility and a complex failure. Variousadvanced metals including aluminium, high strength steel and magnesium will be usedto develop new generic material failure models. Initial failure will be predicted usingstate-of-the-art ‘void growth’ and ‘damage mechanics’ concepts and subsequent crackpropagation will be described using ‘fracture mechanics’ approaches. Plastics, as used forexample in bumpers and internal trim for occupant protection, are another importantcategory of materials that will be investigated. For jointing systems spotwelds, rivets andweldlines will all be studied and failure models developed. The theoretical work will beundertaken by experienced research partners and supported by an automotive testinginstitute and a materials manufacturer. The consortium therefore represents thecomplete chain from material supplier to software developer and end-user.

Description of the workThe main tasks in the project:- a database of material and joint test data will be collected as input for the theoretical

and validation work. Testing procedures will be standardised to ensure consistent dataacquisition during (and after) the project;

- a review of failure models will be made from which new theoretical models will bedeveloped;

- the new failure models will be implemented in the software and industrialised.Techniques such as adaptive meshing, mesh independent solutions and codeoptimisation will be made;

- test and detailed analyses will provide a detailed understanding of the mechanisms offailure of jointing systems. This work will provide the basis to develop new macro-failuremodels suitable for crash analysis;

- validation work will be undertaken by industrial partners using coupon, componentsand automotive sub-structures under various loading and rate conditions.Recommendations for improvements will be proposed and implemented.

Expected results- the testing program is providing new information on the rate, temperature and process

history dependency of HSS, Al, Mg and automotive plastics. One new dynamic test forbiaxial loading has been developed;

- guidelines are being established to characterise materials and jointing testing which willbe of great value to industry;

- new numerical dynamic failure models which include process history, anisotropy andtemperature effects have been developed and implemented in the PAM-CRASH code forcrashworthiness analysis;

- new techniques have been developed to simulate the crack propagation in materials;- detail experimental and numerical simulation of spotweld and weldline failure have

been undertaken and are being used to develop predictive macro- failure models forcrash simulation.

Improved Fa i lu re Pred ic t ion fo r Advanced

Crashwor th iness o f Transpor ta t ion Veh ic les

124


Title : Improved Failure Prediction for Advanced Crashworthiness of TransportationVehicles

Acronym: IMPACT



Total Cost : €3 210 000



Duration: 36 months

Scientific Coordinator : Dr Thomas PYTTELOrganisation: ENGINEERING SYSTEMS INTERNATIONAL GMBH

FRANKFURTER STR 13-15D-65760 ESCHBORN

Contact: Dr Thomas Pyttel Tel: +49 61 9695 8317Fax: +49 61 9695 8311


EC Officer: Robert GiordanoTel: +32 2 295 0011Fax: +32 2 296 3307



Engineering Systems International GmbH ESI DBMW Bayerische Motoren Werke AG BMW DVolkswagen AG VW DAudi AG AUDI DInstitute for Applied Automotive Research IDIADA EAlusuisse Technology & Management Ltd Alusuisse CHSystus International Systus FUniversity of Oxford Oxford UKUniversity of Valenciennes (Lab. of Mech. Eng.) Valenc FSteyr-Daimler-Puch Fahrzeugtechnik AG & Co KG SDP AEcole Normale Supérieure de Cachan (LMTC) LTMC FCentre Catalá del Plástic CCP ECentro di Ricerche Fiat SCpA CRF I

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Project Objectives- to review existing accident data and current state-of-the-art restraint technologies

regarding rollover scenarios;- to assess the potential effects of rollover occupant protection systems on the

accident statistics;- to determine various characteristic rollover scenarios which represent real rollover

accidents, including their frequency; - to investigate the effects of pre-roll occupant kinematics, to determine roll start; - to identify rollover / occupant scenarios to evaluate the issues and likely effects of

existing restraints on those scenarios; - to identify, create and use advanced computer models and physical testing methods,

which allow the effective evaluation and optimisation of such scenarios; – togenerate instructions to develop and evaluate the functional requirements ofoccupant protection systems;

- to create knowledge for the development of improved restraint systems;- to improve vehicle designs, which will guarantee an increased safety performance

during rollover.

Description of the workWP1: Accident statistics will be performed to gain information on real rolloveraccidents and their mechanisms.WP2: Through in-depth accident analysis of selected accidents, different rollovercategories will be derived. In addition realistic cases which will be used to evaluate theefficiency of protection systems;WP3: Rolling phase/injury mechanisms, detailed analysis of the roll phase will beperformed to determine demands on vehicle structural and interior trim performance.In addition injury mechanisms will be studied;WP4: Virtual test methods will be assessed and evaluated for the simulation of vehiclestructure, interior and restraint system;WP5: Experimental test methods, physical test methods will be assessed for theevaluation of vehicle structure, interior and restraint system;WP6: Design instructions and demonstration, performance criteria for all rolloverrelevant scenarios will be defined. A demonstrator will be built and verified.

Expected results- electronic database of well documented and reconstructed rollover cases; - representative rollover scenarios defined and categorisation of different rollover

mechanisms; - tool for simulation of occupant movement up to first phase of rollover; - cause of injury summary for different rollover categories; - occupant size influence on all types of test procedures; - definition of efficient numerical and experimental rollover test methods; - design instructions and performance criteria; - validated demonstrator.

Improvement o f Ro l lover Safe ty fo r

Passenger Veh ic les

126


Title : Improvement of Rollover Safety for Passenger Vehicles

Acronym: ROLLOVER



Total Cost : €3 470 805


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Bertram C. GEIGLOrganisation: TU-GRAZ, INSTITUT F. MECHANIK U. GETRIEBELEHRE

KOPERNIKUSGASSE 24A-8010 GRAZ

Contact: Bertram C. Geigl Tel: +43 732 3432 0026Fax: +43 732 3432 0028





Technical University of Graz TUG AEngineering Systems International GmbH ESI DMIRA Limited MIRA UKNetherlands Organization for Applied Scientific Research TNO NLUstav pro Vyzkum Motorovych Vozidel s.r.o UVMV CZSteyr Daimler Puch Fahrzeugtechnik AG & Co KG (SFT) MAGNA Steyr AIDIADA Automotive Technology SA IDIADA ELudwig Maximilian Universität München LMU DConcept Technologie GmbH CONCEPT AGesamtverband der Deutschen Versicherungswirtschaft e.V. GDV DBolton Institute of Higher Education, Bolton Automotive Group BOLTON INST UKFord Motor Company FORD UKRegienov Renault Reserche Innovation REGIENOV FDelphi Automotive Systems Deutschland GmbH DELPHI DTRW Occupant Restraint Systems TRW DSaab Automobile AB SAAB S

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Project Objectives- to improve the survivability of side impact collision by 50% (i.e. an improvement of

survivability from 60 to 90% at an average impact speed of 50 km per hour) byproviding a more advanced and more humanlike test tool for industry and regulators;

- to reduce costs associated with meeting side impact standards for automotivemanufacturers by 25% of the total development costs by harmonising the anthropo-morphic test device for compliance testing;

- to enhance the know-how on the human responses and injury types sustained by caroccupants involved in side car accidents as well as on the efficacy of improvedvehicle design, following the introduction of EC Regulation 95;

- to further develop the WorldSID dummy and provide guidelines for regulatoryapplication testing and/or EuroNCAP consumer testing protocols;

- to derive a set of injury risk functions to be used with the dummy that will provide theusers with a direct relationship between dummy responses and the protectionoffered.

Description of the workThe project is organised in five work packages. WP1 aims to expand the Europeandatabase of side impact accidents with newer vehicles to determine the efficacy ofimproved vehicle design and to select two accidents to be reconstructed withWorldSID. In WP2 tests with human specimens will be carried out to increase thebiomechanical knowledge on side impact, and to produce injury risk functions. In WP3the WorldSID prototype responses will be compared with the human responses foundin WP2. The work in WP 2 and 3 will serve as basis for WP4 activities, to design, buildand validate improvements to the dummy, resulting in the WorldSID pre-productionversion. The latter will be evaluated by the project partners, to assess the dummy'sbiofidelity, its effectiveness as injury prediction tool and usefulness as regulatory testdevice. WP5 consists of co-ordination, harmonisation and exploitation activities, toensure the results of the project are coordinated, shared with and used by internationalstandard setting bodies and industrial organisations.

Expected results- enhanced accidents database showing injury types sustained by car occupants

involved in side car accidents in Europe, with emphasis on the performance of activerestraint systems and related patterns of injury induced by these systems;

- a set of dummy performance requirements and injury criteria for shoulder, lumbarspine and legs in lateral impact conditions;

- a WorldSID pre-production prototype with improved humanlike behaviour andguidelines for future regulatory testing.

Side Impact Dummy Biomechan ics and

Exper imenta l Research

128


Title : Side Impact Dummy Biomechanics and Experimental Research

Acronym: SIBER

Contract N°: G3RD-2000-00365


Total Cost : €3 160 000



Duration: 36 months

Scientific Coordinator : Dr Michiel VAN RATINGENOrganisation: TNO AUTOMOTIVE

SCHOEMAKERSTRAAT 97PO BOX 6033NL-2600 JA DELFT

Contact: Michiel van Ratingen Tel: +31 15 269 6342Fax: +31 15 262 4321





Association des Constructeurs Européens d'Automobiles ACEA BBundesanstalt für Strassenwesen BASt DFirst Technology Safety Systems FTSS Europe NLInstitut National de Recherche sur le Transport et leur Sécurité INRETS FMotor Industry Research Association MIRA, ltd UKTransport Research Laboratory TRL, ltd UKDutch Organisation for Applied Scientific Research TNO NLTRW Automotive Occupant Restraint Systems TRW D

129

ROAD TRANSPORT

/ Passive safety


Project ObjectivesThe main objectives of this project are to define procedures and guidelines for virtualtesting in vehicle passive safety design to:- enhance passive safety for a wide range of conditions to reduce injury numbers. A

validated virtual test procedure will be developed for a range of impact directions,impact velocities, occupant body sizes, and body positions;

- gain efficiency in vehicle to reduce the duration and costs of the design process. Newprocedures and guidelines for model development, validation and application willbe developed, including a method to predict scatter in crash test results. Theseprocedures will enhance reliability of virtual testing and improve the quality ofmethods and products

These objectives are vital for the European road vehicle safety policy. The focus of theproject is on passenger car occupant protection in frontal and side impact collisions aswell as intermediate impact directions. The methods developed will, in a more generalsense, enhance our capability to address safety for other accident scenarios such as rollover and rearward loading and the protection of vulnerable road users such aspedestrians.

Description of the workIn WP1 guidelines and procedures for virtual testing will be developed. Existing modelsof crash dummies, humans, vehicles, restraint systems, and barriers will be evaluatedaccording to these procedures to demonstrate the current state of the art and toindicate areas for further improvement of virtual testing methods.In WP2 a method will be developed to predict the stochastic response of crash tests inrelation to the scatter of component responses in the system. In particular, thevariability of regulated crash dummies will be evaluated and implemented in astochastic analysis tool. This research will also indicate areas where the currentregulated dummy responses are insufficiently reproducible. In WP3 models evaluated and enhanced in WP1 & WP2 will be used to developprocedures extending the range of protection to real life crash conditions. Extensivesimulations will be performed for a range of impact directions, impact velocities,occupant body sizes, and body positions. These simulations will identify ‘gaps’ in thecurrent regulations where occupants are not optimally protected. A validated virtualtest procedure will be proposed to fill these gaps.

Expected results- procedures and guidelines for virtual testing in passive safety design;- criteria for objective quality assessment of models and virtual test results obtained;- software tool ADVISER to automatically evaluate quality of numerical models

(developed together with ADVANCE project);- a method to predict the effects of scatter in regulated crash tests on injury criteria

measured with dummies;- a validated virtual test procedure to extend the range of protection beyond current

regulations to real life crash conditions.

V i r tua l Test ing fo r Ex tended Veh ic le

Pass ive Safe ty

130


Title : Virtual Testing for Extended Vehicle Passive Safety

Acronym: VITES



Total Cost : €3 000 000



Duration: 36 months

Scientific Coordinator : Jack VAN HOOFOrganisation: TNO

SCHOEMAKERSTRAAT 97NL-2600 JA, DELFT

Contact: Jack van Hoof Tel: +31 15 269 7075Fax: +31 15 262 4321





Netherlands Organisation for Applied Research TNO NLSocietà Consortile per Azioni CRF IBMW Bayerische Motoren Werke AG BMW DTransport Research Laboratory TRL UKTRW TRW DMECALOG sarl MECALOG FAUTOLIV AUTOLIV DBundesanstalt für Straßenwesen BASt DCranfield Impact Centre CIC UKCIDAUT CIDAUT ETechnische Universität Graz, Institut F. Mechanik TUG AUniversity of Birmingham BASC UKWarsaw University of Technology PL

131

ROAD TRANSPORT

/ Passive safety


Project ObjectivesThe objective of this project is to pave the way for the realisation of a new generationof road vehicles, which offer a better protection against neck injuries. Currently, neithera test method nor a design method exists to support the industrial need for designingsafer vehicles with respect to whiplash injuries. As a result of the 4th FrameworkWHIPLASH project, a test and design method has been developed for low severity neckinjuries. However, this method considers the loading phase of rear-end collisions only.Therefore the objective of this project is to develop evaluation and design methods tominimise the incidence and risk of neck injuries in frontal and oblique impacts as wellas in the rebound phase of a rear-end collision, and to integrate this with the recentlydeveloped methods for the loading phase of rear-impact collisions. The aim is to reducethe risk and societal costs of low-severity neck injuries in car collisions by at least 40%by means of the introduction of safer vehicle designs.

Description of the workThe project is organised in six work packages:- WP1 ‘accident analyses’ aims to obtain knowledge on injury causation and accident

conditions for which whiplash injuries occur;- WP2 studies human responses and injuries in laboratory conditions in order to

develop criteria for crash dummy development (WP3) and to study injury mechanismin detail;

- WP3 aims at the development of an omni-directional whiplash dummy andcomputer models of this dummy representing three different sizes;

- WP4 concentrates on the development of the test method for injury assessment andbenchmarking of some European vehicle designs;

- WP5 applies the developed tools and results in implementable design guidelines forsafer vehicle designs together with a demonstrator showing the benefit of thedeveloped methods;

- WP6 concerns the project management and coordination with parties outside theconsortium, such as other European projects, the European vehicle passive safetynetwork, EEVC and international harmonisation.

Expected results- test methods based on realistic accident conditions using a new crash dummy to

assess the whiplash protection offered by a vehicle;- computer models to support the industrial design process of safer vehicles for

whiplash protection;- design guidelines related to the seat/head restraint system and the restraint system

for improved whiplash protection and a demonstrator.

Deve lopment o f New Des ign and Test Methods fo r

Whip lash Pro tec t ion in Veh ic le Co l l is ions

132


Title : Development of New Design and Test Methods for Whiplash Protection in VehicleCollisions

Acronym: WHIPLASH 2

Contract N°: G3RD-CT2000-00278


Total Cost : €3 600 000



Duration: 36 months

Scientific Coordinator : H. J. CAPPONOrganisation: TNO AUTOMOTIVE

SCHOEMAKERSTRAAT 97NL-2628 VK DELFT

Contact: M. Mahieu Tel: +31 15 269 7054Fax: +31 15 262 4321


EC Officer: Patrick Mercier-HandisydeTel: +32 2 296 83 89Fax: +32 2 296 33 07



TNO Automotive TNO NLFirst Technology Safety Systems FTSS UKTransport Research Laboratory TRL UKTechnical University of Graz TUG ADaimlerChrysler A.G. DC AG DVolkswagen AG VW DGesamtverband der Deutschen Verzicherungswirtschaft GDV DEidgenössische Technische Hochschule Zürich ETH CHFolksam Folksam SLear Corporation Lear IChalmers University of Technology Chalmers SRegienov (Renault) REGIENOV FPSA Peugeot-Citroën PSA FBetrand Faure and Ecia (Faurecia) B.F.E. SA FCentro di Recherche Fiat CRF I

133

ROAD TRANSPORT

/ Passive safety


Project ObjectivesThe CLARESCO project is aimed at improving traffic safety and car and truck drivers’comfort using innovative lighting technologies. This requires analysis of humanperception and behaviour in terms of efficiency and comfort for:- dynamic lighting situations (adaptive front-lighting systems) while driving on

specific road types such as motorways, rural areas (with turn lighting) and cities;- traffic and environmental conditions.These objectives will be achieved through the use of innovative real-time simulationtools.

Description of the workThe first part of the CLARESCO project consists of testing and adapting advancedlighting strategies. Technical data concerning safety and perceptual figures, lightingmodels and headlamp descriptions will be collected. Both graphical modelling toolsand graphic databases will be developed to get realistic rendering of the lightingsimulation for the evaluation sessions.The second part of the project aims at assessing, by using car and truck drivingsimulators, the impact of new lighting strategies on driver perception and behaviour,traffic safety and drivers' comfort. To reach that goal, specific evaluation protocols andprocedures will be established to assess the lighting qualitatively and quantitatively. The lighting simulation will be validated according to specific safety criteria.Results from the simulation trials will be studied and analysed, and will lead torecommendations in the specific areas of safety, comfort and ergonomics of innovativelighting strategies for cars and trucks.

Expected resultsThe following results are expected: - set-up of evaluation procedures and assessment methodologies;- safety, ergonomics and comfort recommendations concerning innovative lighting

technologies;- exploitation and dissemination of project results.

Car and Truck L igh t ing Ana lys is : Rat ings and

Eva luat ions fo r Safe ty and Comfor t Ob jec t i ves

134


Title : Car and truck Lighting Analysis: Ratings and Evaluations for Safety and Comfort Objectives

Acronym: CLARESCO

Contract N°: NA


Total Cost : €2 999 955


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Dr Andras KEMENYOrganisation: RENAULT

TECHNOCENTRE RENAULTTCR AVA 2 121 AVENUE DU GOLFF-78288 GUYANCOURT CEDEX

Contact: Dr Andras Kemeny Tel: +33 1 34 95 1985Fax: +33 1 34 95 2730


EC Officer: Patrick Mercier-HandisydeTel: +32 2 296 83 29Fax: +32 2 296 33 07



Renault FRenault VI – AB Volvo SHELLA DTRL UKSINTEF NOLPPA (CNRS –CdF) FOKTAL FAUTOSIM NOTRADEMCO EL

135

ROAD TRANSPORT

/ Human/Vehicle interaction


Project ObjectivesAlthough current interest has emphasised the adverse effects of outdoor air pollution,it is recognised that indoor air pollution (from the outdoor environment, interiormaterials, anthropogenic activities, and air-conditioning systems) is also of criticalimportance. The project aims to develop an innovative, efficient and modular airquality management system in vehicles, able to provide a sustainable treatment of airpollutants from outdoor and indoor sources and to offer a healthy, comfortable andsafe environment for driver and passengers. The new system is based on thedestruction of gaseous pollutants and the removal of fine aerosol particles usinginnovative technologies. The developed compact air conditioning prototype forvehicles will be equipped with an advanced air monitoring system and enhanceddriver/vehicle interfaces. The technological approach may be applicable to other typesof mobile cabins (e.g. buses, trucks, rails, aircrafts).

Description of the workThe project work is divided into the following steps:- definition of clean air quality criteria for comfort, health and safety in vehicles.

Creation of a methodology for air quality measurement in vehicles;- development of an advanced technology able to capture efficiently fine aerosol

particles in the particular vehicle environment;- development of an original process able to decompose gaseous pollutants;- development of a smart monitoring system based on advanced sensors able to

identify and quantify air pollutants;- development of an innovative, efficient, modular and integrated prototype of air

conditioning system, able to detect air pollution in the cabin, to eliminate noxiousgases, fine particles, allergens, microbiological contaminants;

- implementation of advanced on-board interfaces for passengers/vehicle for enhancedair quality awareness, improved information for passengers and for preventivemaintenance;

- technology assessment of the innovative system by on-board trials.

Expected resultsThe new system is expected to:- provide a new designed air conditioning prototype for fine particle capture and

gaseous pollutant destruction equipped with an intelligent air monitoring systemand advanced interfaces between driver/vehicle;

- give advanced information on cabin air pollution exposure and system preventivemaintenance;

- ensure a pure and healthy environment in cabin and improved comfort and safety;- improve working conditions for professional drivers.

Innovat i ve and E f f ic ien t A i r Qua l i ty Management

System fo r a Hea l thy , Comfor tab le and Safe

In -Veh ic le Env i ronment

136


Title : Innovative and Efficient Air Quality Management System for a Healthy,Comfortable and Safe In-Vehicle Environment

Acronym: CleanRcab

Contract N°: GRD2-2001-50034

Proposal N°: PPC01-5017

Total Cost : €4 501 218


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Carine PAUMIEROrganisation: VALEO CLIMATISATION

8 RUE LOUIS LORMANDF-78321 LA VERRIERE

Contact: Carine Paumier Tel: +33 1 34 61 5880Fax: +33 1 30 13 5464


EC Officer: Claudia VivaldaTel: +32 2 296 8524Fax: +32 2 296 3305



Valeo Climatisation VALEO FSocietà Consortile per Azioni CRF ITechnical Research Centre of Finland VTT FINBMW Bayerische Motoren Werke AG BMW DUniversité de Poitiers UNIV-POITIERS FI.U.T. Institut für Umwelttechnologien Gmbh IUT GmbH DSwiss Federal Institute of Technology Zürich ETHZ CHMicroChemical Systems SA MiCS CH

137

ROAD TRANSPORT



Project ObjectivesThe aim is the development of an innovative human-centred driver support system tobe operable in case of driver-impaired or erroneous behaviour under different trafficscenarios. The proposed integrated system will merge the functionality of two differentsensors (far infrared and microwave radar) to support the driver in reduced visibility,due to night and/or adverse weather conditions, and to warn the driver even in goodvisibility, when dangerous situations occur. Data derived from the two sensors will beprocessed and combined to enhance the performance of the system well beyond whatit is possible by a combination of individually processed sensor data at the HMI (human-machine interface) level. The definition of the most effective strategy to support, whenneeded, the driver with information will allow the development of a system to increaseeffectively drivers’ comfort and safety. The advantage will be further increased by theintroduction of the concept of human machine interface, which is no longer ‘stand-alone’ but will be designed to be open to other on-vehicle data/ information flow.

Description of the workEUCLIDE aims to enhance road safety in cases of low visibility, developing a system fordriver support, fusing the data of a far infrared sensor and a microwave radar; andequipping it with an open and interoperable user interface, based on efficient use ofvisual and acoustic warning signals, able to attract driver's attention while minimisinghis/her distraction.The data fusion of those sensors and the optimal integration of the user interfaces willlead to a new type of driver assistance system, able to distinguish obstacles from whatis outside and above the road, to identify the type of obstacle, to give the driver anenhanced perception of the road ahead and to warn the driver, in case of need, ofdangerous situations in an intuitive, effective and safe way.The EUCLIDE concept and its subsystems will be tested in a series of pilots before thefinal installation, including laboratory experiments with the virtual prototypes anddriving simulator experiments.

Expected resultsThe EUCLIDE system will be built from:- a microwave radar sensor;- a far infrared sensor;- a human machine interface device to provide the driver with the necessary

information and warnings. The system will be installed and tested on two demonstrator vehicles to technicallyverify the system reliability and to perform on-road experiments to validate systemperformances, the usability and the user’s acceptance.

Enhanced Human-Mach ine In te r face fo r On-Veh ic le

In tegra ted Dr i v ing Suppor t System

138


Title : Enhanced Human-Machine Interface for On-Vehicle Integrated Driving Support System

Acronym: EUCLIDE

Contract N°: GRD1-2000-26801


Total Cost : €3 849 067



Duration: 36 months

Scientific Coordinator : Luisa ANDREONEOrganisation: CENTRO RICERCHE FIAT

STRADA TORINO 50I-10043 ORBASSANO TORINO

Contact: Luisa Andreone Tel: +39 011 9083 071Fax: +39 011 9083 083





Centro Ricerche Fiat S.C.p.A. CRF ICEDIP Infrared Systems CEDIP FVolvo Car Corporation VOLVO SDaimlerChrysler AG DC AG DUniversity of Stuttgart USTUTT DChemnitz University of Technology TUC DRobert Bosch GmbH BOSCH DICCS/NTUA ICCS/NTUA ELEC-JRC-ISIS JRC I

139

ROAD TRANSPORT



Project ObjectivesThe main objective of RoadSense is to develop an industry standard evaluationframework for new Human Vehicle Interactions (HVI) strategies. RoadSense aims todeliver guidelines for the methods of HVI tests that measure the impact of new in-vehicle systems on driver behaviour. It is anticipated that these guidelines will facilitatethe introduction of new systems that can provide enhanced driver support.More precisely, the RoadSense detailed objectives are:- to develop driver behavioural indicators for the assessment of safety, comfort and

support; - to develop a framework for the integration of new and existing tools and techniques

for assessing the impact of new technologies on driver behaviour;- to develop hardware based on DSP technology and high-speed serial communication

techniques to simulate vehicle networks and programmable tools to simulate systemfunctions and support the consistent assessment of HMI proposals;

- to develop an open platform allowing a modular approach to the prototyping tooldesigned to support structured upgrade to keep pace with future technology.

Description of the workRoadSense will start with an analysis of accident data collected for European accidentdatabases. These data will be used to identify common mechanisms of driverfunctional failure and appropriate test scenarios. RoadSense will then review themeasures and metrics devised to investigate driver performance and select the mostvalid scenarios for use in a programme of evaluation trials. A hardware/software systemtermed D-BITE (Driver Behaviour Interface Test Equipment) will be developed toimplement the trials methodology. In parallel, a number of demonstrator vehicles willbe developed to prove the proposed methodology and test system.The evaluation trials will involve the assessment of the demonstrator vehicles viaspecific case studies that draw on the situations determined by the initialaccidentology. The final activity will involve the creation of guidelines and extensivedissemination in order to establish the RoadSense methodology as a de facto standardfor the European automotive industry.

Expected resultsRoadSense will produce a standard methodology for the assessing the impact of newin-vehicle systems on driver performance. The project will produce a sophisticatedhardware/software system that can be adopted by automotive manufacturers and theirsuppliers to implement the RoadSense methodology. The RoadSense Guidelines willpromote higher standards of system performance in terms of safety, support andcomfort and a consistent character to systems designed by Europe's automotive sector.

Road Awareness fo r Dr i v ing v ia a St ra tegy

tha t Eva luates Numerous Systems

140


Title : Road Awareness for Driving via a Strategy that Evaluates Numerous Systems

Acronym: RoadSense



Total Cost : €4 410 992


Starting Date:01/02/01

Duration: 36 months

Scientific Coordinator : John RICHARDSONOrganisation: JAGUAR CARS

ENGINEERING CENTREABBEY ROAD, WHITLEYUK-CV3 4LF COVENTRY

Contact: John Richardson Tel: +44 2476 207318Fax: +44 2476 206533





Jaguar Cars Jaguar UKCentro di Ricerche Fiat CRF IPorsche AG Porsche AG DUniversité Blaise Pascal (LASMEA) UBP FCranfield University Cranfield UKPeugeot Citroën Automobiles PSA FRegienov Renault Recherche et Innovation Renault FNetherlands Organization for Applied Scientific Research TNO NLCentre National de la Recherche Scientifique CNRS FUniversité de Technologie de Compiègne (HEUDIASYC) UTC F

141

ROAD TRANSPORT



Project ObjectivesAluminium alloys are now in widespread use in Europe and elsewhere for rail vehicleconstruction. However in recent collisions involving seam-welded aluminium railcoaches, observations showed that some of the longitudinal seam welds had fracturedfor some metres beyond the zone of severe damage, the panels themselves generallybeing intact without significant distortion. The designer needs the data to assess this fracture phenomenon and be able to takeappropriate measures. In addition to this requirement, there is a need for innovation inthe use of joining techniques and joint design concepts to improve the performance ofthe vehicles under severe conditions. ALJOIN aims to prove innovative aluminium welding technologies, such as friction stirwelding (FSW), in the construction of new rail vehicles. ALJOIN will study and evaluatethe use of alternative grades of aluminium alloys to contribute to the crashworthinessof the rail vehicles.

Description of the workThe ALJOIN Project will appraise the use of alternative non-fusion welding techniquesfor rail coaches, such as friction stir welding (FSW) using different grades of aluminiumless susceptible to fusion weakening with the aim of improving the overallcrashworthiness of the rail vehicles and therefore their safety. Performance criteria for aluminium welding in the new generations of rail vehicles willbe defined and the performance of aluminium alloys shall be tested in both static anddynamic loadings. These tests shall be conducted in conjunction with finite elementsimulations to aid an analytical approach to the modelling of rail vehicles. A further innovative output from the work will be the definition of a method forassessing crashworthiness in the context of welded aluminium joints and structuresthat is currently not fully covered by existing design codes, especially as far as energyabsorption and the effects of strain localisation on the structural behaviour of thejoints are concerned.

Expected resultsThe expected results are the following:- definition of performance criteria for the properties of the aluminium welding in

new generation of rail vehicles;- definition of a method for assessing crashworthiness of rail vehicles in the context of

welded aluminium joints and structures;- demonstration and validation of the innovative technologies developed versus the

performance criteria.

Crashwor th iness o f Jo in ts in A lumin ium

Rai l Veh ic les

142


Title : Crashworthiness of Joints in Aluminium Rail Vehicles

Acronym: ALJOIN

Contract N°: NA


Total Cost : €2 177 807


Starting Date: expected by spring 2002

Duration: 36 months

Scientific Coordinator : Andrea BARBAGELATAOrganisation: D’APPOLONIA

VIA SAN NAZARO 19I-16145 GENOVA

Contact: Andrea Barbagelata Tel: +39 10 362 8148Fax: +39 10 362 1078


EC Officer: Joost De BockTel: +32 2 296 9089Fax: +32 2 296 3307



D’Appolonia DAPP IAdvanced Railway Research Centre, University of Sheffield ARRC UKAlcan ALU CHBombardier Transportation BOM SDanStir DAN DKThe Welding Institute TWI UK

143

RAILWAYS TRANSPORT

/ Design and manufacturing


Project ObjectivesThe project European Driver's Desk (EUDD) aims at the development, demonstration,evaluation and specification of a train driver's desk capable for operation across Europe.It addresses the need for critical technologies concerning the human-machine-interaction. The modular desk design as well as the development and integration of newdisplay techniques should generate innovative, cost-effective and flexible hard- andsoftware solutions. The new driver's desk layout should be capable of harmonisation tothe greatest degree and meet Europe-wide acceptance without hindering futuredevelopments, e.g. future command and control systems. Considerable economicbenefits are anticipated for both suppliers and operators. Apart from the enhancementof competitiveness for the European rail supply industry it is expected that theexploitation of EUDD will result in new business opportunities, e.g. refurbishment. Afurther main objective is the improvement of driver's working conditions.

Description of the workThe achievement of project objectives requires at first a multidisciplinary analysis/specification approach. Basis for the industrial design process and the development/specification of hard- and software is a thorough definition of specifications resultingfrom the analysis of railway management practices, operating and safety polices,functional and layout construction of existing modern desks, driver's workingconditions, future technological trends, innovative solutions in other transportindustries, customer (railways and drivers) requirements and economic impacts forrailways and industry. The design phase results into the realization of three to fourversions of the preferred modular basic layout to be assessed by drivers. Hardwaredevices (displays, controls, switches) as well as the software solutions belonging to itwill be combined together with the modular desk design to a full functional mock-upto be evaluated in a simulator.

Expected resultsThe main results of EUDD are represented by:- product and design guidelines comprising the results from the analysis/specification

phase;- an industrial design mock-up flexible enough to realise three or four versions of the

same basic layout;- a fully functional mock-up comprising the developed hard- and software solutions

and capable for testing in a simulator;- the EUDD technical specification document;- the input document for a European standard based on the technical specification.

European Dr i ve r 's Desk

144


Title : European Driver's Desk

Acronym: EUDD



Total Cost : €4 515 468



Duration: 32 months

Scientific Coordinator : Wolfgang H. STEINICKEOrganisation: FORSCHUNGS- UND ANWENDUNGSVERBUND

VERKEHRSSYSTEMTECHNIK (FAV) BERLINAM BORSIGTURM 48D-13507 BERLIN

Contact: Thomas Meissner Tel: +49 304 303 3541Fax: +49 304 303 3550


EC Officer: Joost de BockTel: +32 2 296 9089Fax: +32 2 296 3307



Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin FAV DBombardier Transportation Bombardier DAlstom Transport S.A. Alstom FBREDA Construzioni Ferroviarie SpA BCF IUniversitat Politécnica de Catalunya FPC-UPC EStichting European Rail Research Institute ERRI NLFaiveley Transport S.A. FAY FIAS Institut für Arbeits- und Sozialhygiene Stiftung IAS DSGW Werder GmbH SGW DSiemens AG Transportation Systems Siemens DTechnische Universität Wien TUW ADeuta-Werke GmbH (Subcontractor) Deuta D

145

RAILWAYS TRANSPORT



Project ObjectivesThere is a major problem in the composite manufacturing industry that at presentthere is no feasible method for manufacturing very large monocoque compositesandwich structures. HYCOPROD (HYbrid COmposite PRODuction) will address thisproblem. It is the objective of HYCOPROD to design an advanced composite productionprocess for the systematic manufacture of very large monocoque hybrid compositesandwich structures for the transportation sectors.HYCOTRANS (BRPR CT96 0257) has demonstrated that monocoque compositesandwich structures can be designed to absorb energy and perform in a predictableand stable manner. The exploitation of this novel technology however depends on theinvention of a new production process that can accommodate very large structuressuch as buses, trams, trains, refrigerated containers and trailers.

Description of the workThere is a demand from the transport sectors for lightweight and safe monocoquecomposites to replace metals. This need cannot be addressed by the compositesmanufacturing industry as the technology does not exist to manufacture the structuresthat can meet this need. It has been proven in a previous project (HYCOTRANS – BRPRCT96 0257) that composite sandwich structures can be lightweight and safe, they havedemonstrated the ability to absorb large amounts of energy in a manageable way witha ductile-type failure mechanism.HYCOPROD (HYbrid COmposite PRODuction) addresses the manufacturing problemthat exists for the composites manufacturing industry in the production of very largemonocoque composite sandwich structures. The consortium builds on the successfulHYCOTRANS consortium but to address this problem the number of partners hasdoubled and the range has increased with the involvement of raw materials suppliers,more specialist composite manufacturers, processing technologists and additionalend-users.The philosophy of HYCOPROD is that in the first phase the necessary research anddevelopment activity is undertaken to develop a processing system that can take theinformation from a manufacturing design tool to produce moulds and be used forvarious demonstration products in phase 2. The demonstrators produced in associationwith the end-users will be a very practical example of how HYCOPROD technologies canbe used in the transportation sectors represented in HYCOPROD by: train, bus, tram,refrigerated container and trailers.

Expected resultsThe project is 48 months in duration and has two distinct phases, with progress fromphase 1 to phase 2 being the subject of the mid-term review. By month 6 the compositedesign tool will have defined the dimensions and construction of the moulds. By month24 all moulds will have been manufactured to permit their use in phase 2 for themanufacture of demonstrators. Also by month 24 development activity will havedetermined the optimum processing technologies to be used in phase 2 (24-28).

Design o f an Advanced Composi te Product ion

Process fo r the Systemat ic Manufac tu re o f

Very Large Monocoque Hybr id Sandwich

St ruc tu res fo r Transpor t Secto rs

146


Title : Design of an Advanced Composite Production Process for the Systematic Manufacture of Very Large Monocoque Hybrid Sandwich Structures for Transport Sectors

Acronym: HYCOPROD


Proposal N°: GRD1-CT99-10418

Total Cost : €3 420 000



Duration: 48 months

Scientific Coordinator : Dr Mark ROBINSONOrganisation: UNIVERSITY OF SHEFFIELD ADVANCED

RAILWAY RESEARCH CENTREPORTOBELLO 217UK-S14 DP SHEFFIELD

Contact: Dr Mark Robinson Tel: +44 114 222 0150Fax: +44 114 222 0155





University of Sheffield ARRC ARRC UKAhstrom Glassfibre oy Mikkeli Plant AHLSTROM FINAshland Italia S.p.a. ASHLAND Id’Appolonia DAPP IAntony Patrick & Mutra Extportacao Ltd AP & M PAachen University of Technology: Plastics Processing RWTH AACHEN DCostaferroviaria S.p.a. COSTA IFibrocom oy FIBROCOM FINSicomp AB SICOMP SBox Modul AB BOX SThe Netherlands Organisation for Applied Research TNO NLHubner Gummi – und Kunstoff GmbH HUBNER DUniversity of Perugia UNIPG INational Technical University of Athens NTUA ELIrizar s. Coop IRIZAR EIfor Williams Trailers Ltd IWT UKAdvanced Technologies Research Institute ATRI EAPC Composite AB APC S

147

RAILWAYS TRANSPORT



Project ObjectivesIN growing cities, options are limited for new surface rail networks whereas there isgreat scope for new and extended underground metro systems. Ground-borne noisedisturbance is one of the main factors influencing the acceptability of undergroundsolutions. Equally, existing metros often generate increased ground-borne noise astheir maintained condition varies with time. In addressing both of these issuesCONVURT aims to produce advances in all aspects of technology that relate to ground-borne noise generation so that all metros can benefit irrespective of their vintage orcondition. Advances that CONVURT will make in commercially exploitable products willalso contribute to this goal

Description of the workMEASUREMENT trials and surveys to assess the current norms for noise and vibrationlevels and characteristics typical of three metropolitan railways are to be carried out.An innovative computational model incorporating all relevant parameters andexcitation mechanisms will be created and validated by conducting trials in realsituations. The model will yield a complete, validated calculation capability fromwheel/rail interaction to re-radiated noise in buildings. Additionally, CONVURT willgenerate and develop ideas for innovative equipment to be incorporated into track ortunnel in order to minimise ground-borne transmissions. The most promising and cost-effective of these will have laboratory and live trials carried out on prototypes toevaluate them fully. CONVURT will systematically analyse deterioration of noise generation to developnovel techniques for minimising this and also will formulate good practice guidelinesto deal with maintaining an as-new performance consistently over time. A key feature is to incorporate the results into standards and guidelines to ensure thatthere is a framework in place that will promote the adoption of the best availablepractices to control ground-borne noise.

Expected results- a validated, general analytical software tool for ground-borne vibration and re-

radiated noise. This will be based on a mathematical, largely analytical model whichwill be derived partly using insertion loss techniques and partly using numericalcomputation;

- optimised designs for slab/ballasted track forms based on novel system(s) forvibration reduction;

- design standards for new/refurbished railways and design guidelines for track andtunnel;

- maintenance guidelines for existing operations to maintain the vibrationperformance of metros close to the as-built condition. Particular attention will begiven to roughness (corrugation) management for both wheels and rails.

Cont ro l o f No ise and V ib ra t ion f rom

Underground Ra i lway Tra f f ic

148


Title : Control of Noise and Vibration from Underground Railway Traffic

Acronym: CONVURT



Total Cost : €3 345 108



Duration: 36 months

Scientific Coordinator : Mike GELLATLEYOrganisation: LONDON UNDERGROUND LTD.

30 THE SOUTH COLONNADEUK- E14 5EU LONDON

Contact: Ed Bovey Tel: +44 7970 884467Fax: +44 20 8400 1646





London Underground Ltd. LUL UKRégie Autonome des Transports Parisiens RATP FAzienda Trasporti Milanese ATM IPandrol Rail Fastenings Ltd. Pan UKComposite Damping Materials CDM BVibratec Vib FKatholieke Universiteit Leuven KUL BCentrale Recherche S.A. ECP FStichting GeoDelft GeoDelft NLUniversity of Cambridge CamU UK

149

RAILWAYS TRANSPORT

/ Structures for railways


Project ObjectivesThe general objective is to reduce the corrugation growth of light rail systems by 50%in time. This will be achieved through the following intermediate objectives: - definition of all relevant parameters that influence corrugation and development of

the required measurement equipment to evaluate these parameters. Measurementof the relevant corrugation parameters at different track sections of the end-users;

- definition, with great precision, of the macroscopic and microscopic wheel/railcontact forces;

- simulation of the wear characteristics on a dedicated test rig; - design of low-cost anti-corrugation measures for tracks and wheels in function of the

type of corrugation encountered; - installation and validation of the designed measures in test tracks and on the

dedicated test rig and follow-up; - definition of the corrugation mechanism(s) in any specific track section of any

network from the relevant corrugation parameters.

Description of the workBy mid 2002, relevant corrugation parameters will be defined, dedicated measurementequipment will be developed and appropriate test tracks will be selected, where therelevant corrugation parameters will be measured as reference and comparison data.Also at the start of the project, existing tools will be adapted for corrugation simulation:- different types of numerical modelling;- microscopic model for the wheel/rail contact area;- an existing wheel set fatigue test rig for wear simulation.By end of 2002, the design of anti-corrugation measures will be started. It will bepossible to begin with the installation and testing of designed solutions in test tracksand on the dedicated test rig by the end of 2003. It is foreseen that the first resultsregarding the influence of the designed solutions on the development of corrugationwill be collected in 2004, which will enable, if required, modification and optimising ofthe designed solutions before the end of the project.

Expected resultsThe project aims at developing solutions for the corrugation problem in metro andtram networks. Corrugation reduces the lifetime of rails and wheels and causesirritating rolling noise. The only efficient solution nowadays is periodical rail grinding.The general objective is to reduce the corrugation by developing solutions other thangrinding. Based on a study of all relevant corrugation parameters, on measurementsand on numerical modelling, nine different solutions will be designed and tested.

Wheel Ra i l Cor rugat ion in Urban Transpor t

150


Title : Wheel Rail Corrugation in Urban Transport

Acronym: CORRUGATION

Contract N°: NA


Total Cost : €7 787 628



Duration: 48 months

Scientific Coordinator : Patrick VANHONACKEROrganisation: DYNAMICS, STRUCTURES & SYSTEMS INTERNATIONAL

MECHELSEVEST 18/0601B-3000 LEUVEN

Contact: Patrick Vanhonacker Tel: +32 1 623 8988Fax: +32 1 623 8910





Dynamics, Structures & Systems International D2S BAcoustic Control ACL SFrateur de Pourcq FDP BInstitut National des Sciences Appliquées INSA FCentre National de la Recherche Scientifique CNRS FLucchini Centro Ricerche e Sviluppo LUC IPolitecnico di Milano – Dipartimento di Meccanica POLI IRailtech International RTI FRégie Autonome des Transports Parisiens RATP FSL Infrateknik SLI SSPIE Drouard SPIE FSociété des Transports Intercommunaux de Bruxelles STIB BTecnogamma TEC IUniversité Catholique de Louvain – Faculté des Sciences Appliquées UCL BUniversité Libre de Bruxelles – Service des Constructions Mécaniques & Robotique ULB B

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Project ObjectivesTHROUGHOUT Europe there is currently an increased need to reduce noise and thusimprove quality of life. With the growth of freight traffic, especially at night, this needto reduce noise becomes critical.The overall objective of ERS is to provide an innovative braking product which reducesrolling noise generated by tread-braked railway rolling stock (700 000 wagons inEurope) by 5 to 10 dB(A) (noise emission reduction) and which is:- completely interchangeable with the current system (ensuring safety);- has a10% lower LCC than the current system (cost reduction);- is recyclable (environmental protection).The final deliverable is anticipated to be a prototype demonstrator which willcompletely satisfy the initial technical specifications.

Description of the workTHE project will be carried out in two main phases largely in parallel with theexploitation and dissemination activities and management of the project. These phasescorrespond to the different stages of the life cycle of a new braking product:- Phase 1: the state-of-the-art survey is conducted in parallel with the work of defining

the required specification and will collect and compile the current knowledge ofrailways, universities and industrial partners. The material research will then becarried out principally through industrial laboratory analysis and prototypevalidation will be performed on industrial and university test rigs.

- Phase 2: the purpose of the line tests is to validate the brake performance in the mostsevere operational conditions. Acoustic tests will also be carried out to confirm thereduction of rolling noise and predictions of the life cycle cost will be made basedon measured state-parameters of worn samples in comparison with the new block.

Expected resultsThe expected results are:- a report on existing information and specification for new brake blocks;- a prototype demonstrator derived from rig tests;- a process for recovering and recycling the new brake block material;- brake test results – noise and LCC measurement;- a technical implementation and dissemination plan;- a prototype final demonstrator.

Euro Ro l l ing S i len t ly

152


Title : Euro Rolling Silently

Acronym: ERS



Total Cost : €6 077 783



Duration: 36 months

Scientific Coordinator : Jacques RAISONOrganisation: SNCF

DIRECTION DU MATÉRIEL ET DE LA TRACTION15 RUE TRAVERSIÈREF-75571 PARIS CÉDEX 12

Contact: Annabelle Courtois Tel: +33 15 333 1754Fax: +33 15 333 1748


EC Officer: William BirdTel: +32 2 295 4779Fax: +32 2 296 3307


Partners (name, area of activity, country):

SNCF Railway Company FDB AG Railway Company DFS Railway Company ISBB Railway Company CHBREMSKERL Railway brake manufacturer DRÜTGERS Automotive Railway D

brake manufacturerBECORIT Railway brake manufacturer DFERODO Railway brake manufacturer UKICER Railway brake manufacturer EJURID Railway brake manufacturer DChalmers University of Technology Railway Mechanics Department SUniversity of Technology

153

RAILWAYS TRANSPORT



Project ObjectivesDesign of rolling-stock is facing new severe specifications, due to the increased severityof train operational conditions. Some cases of service failures involving the axle-wheelsassembly have recently occurred, generating an undesired social impact and theimportant need of improving train safety and reliability. Moreover, to enhance theenvironment’s quality in the vicinity of the rail network, the radiated pass-by noiseneeds to be reduced, for which the wheel-rail contact noise is mainly responsible. Therefore, the aim of the HIPERWHEEL project is the development of innovative wheel-sets (axle-wheels assemblies), with outstanding performance in reliability and low noiseemission. The new wheelset designs will be achieved through the use of novel CAEmethodologies and numerical tools developed within this project, suitable for durabilityand vibro-acoustic analyses. This will enable wheelset manufacturers to shortendevelopment time, save costs and remarkably strengthen their competitiveness.

Description of the work- measurements of service loads for high-velocity railway vehicles on selected tracks,

along with on-line measurements of pass-by noise, will be analysed and extrapolatedto obtain the desired design requirements;

- multi-body modelling will be used to predict dynamic loads, while FE modelling willbe used to compute the stresses induced in the wheelset structure;

- the damage mechanisms (rolling contact fatigue, shelling, wear, mechanical fatigue,fretting) undergone by wheelsets during service operations will be identified, andsuitable models for their evaluation will be adopted. The implementation of suchmodels in CAE tools will enable a more accurate assessment of wheelsets reliability;

- suitable FEM/BEM models will enable prediction of the modal characteristics andacoustic response of the wheelset under dynamic contact forces. Measurementsmade on purpose-built test rigs will be carried out to validate the numerical models;

- significant parts of the wheelset structure will be re-analysed, aiming at therealisation of lightweight demonstrators through the development of an aluminiumwheel hub.

Expected resultsThe most relevant deliverables of the HIPERWHEEL project will be:- the realisation of an advanced methodology for wheelset development, using

appropriate CAE tools and offering state-of-the-art capabilities in durability andvibro-acoustic analyses;

- the design and manufacturing of full-scale wheelset demonstrators, showing asignificant weight reduction (-20%) and an enhanced reliability and vibro-acousticperformances (in particular, 5–6 dB reduction of pass-by noise will be pursued).

Deve lopment o f an Innovat i ve H igh

Per fo rmance Ra i lway Wheelset

154


Title : Development of an Innovative High Performance Railway Wheelset

Acronym: HIPERWHEEL



Total Cost : €3 700 719



Duration: 48 months

Scientific Coordinator : Kamel BEL KNANIOrganisation: CENTRO RICERCHE FIAT S.C.P.A

STRADA TORINO, 50I-10043 ORBASSANO (TO)

Contact: Kamel Bel Knani Tel: +39 11 908 3774Fax: +39 11 908 3672





Fraunhofer Institut Betriebsfestigkeit LBF DLucchini C.R.S. S.R.L. Lucchini IValdunes S.A.S. Valdunes FSociété Nationale des Chemins de Fer Français SNCF FOtto Fuchs Metallwerke Fuchs DChalmers University of Technology Chalmers SUniversity of Sheffield USFD UKPolitecnico di Milano Poli-MI IFerrovie dello Stato FS IMechanical Dynamics Italy S.R.L. MDI I

155

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Project ObjectivesRolling contact fatigue (RCF) is one of the major current limitations of railwayinfrastructure productivity. In addition to RCF, high noise emission (up to 100-110 dB)caused by stick-slip at the wheel-rail interface is a significant environmental problem inEurope. For both problems, the INFRA-STAR project focuses on improving the durability andlifetime of the rail, and also on reducing noise emission, along stretches of track withnarrow and moderate radius curves, high traffic volumes and high axle loads by applyinga surface coating to the railhead. The main goal of the project is to develop a railheadwith an additional surface layer (the INFRA-STAR two-material rail) which prevents rollingcontact fatigue and reduces noise emissions in narrow radius curved rails.Two application technologies for processing two-material rails are studied in theproject: rolling technology for application to new rails during the production process,and laser cladding technology for application to the existing infrastructure or in theproduction process of new rails.

Description of the workThe main innovations of the INFRA-STAR project will be realised through the followingscientific and technological research objectives.Material modelling RTD-objectives:- to understand and model the mechanisms of RCF for curved two-material rails; - to understand and model the mechanisms of dynamic train/track interaction for

curved two-material rails (influence of wheel/rail friction);- to get insight in the proper material parameters of the additional surface layer.Material and surface application RTD-objectives:- to determine and validate suitable surface functionalities, binding mechanisms and

related surface material behaviour for curved railheads through laboratoryexperiments;

- to select best performance material property data for new materials to be applied inlaser cladding and rolling application processes;

- to develop two-surface layer application methods (laser cladding, in-rolling). Field test objectives:- to perform field tests of treated curved two-material railheads, to demonstrate

technical and economical improvements of new two-material rail and its applicationtechnologies;

- to validate both physical material models (RCF and train/track) and the laboratoryexperiments with the results of the full-scale field tests.

Expected resultsRailway operators, rail suppliers and maintenance contractors will gain economicbenefits through an increase in reliability and durability of their railway infrastructure.Strategic objectives of the INFRA-STAR project can be found in the area of rail lifetimes(curved rail lifetime increases with 50%), noise level (reduction with 15-20 dB), railwayproductivity and maintenance cost. Furthermore, considerable amounts of rail materialsand energy will be preserved.

Improv ing Ra i lway In f ras t ruc tu re Product i v i ty by

Susta inab le Two-Mater ia l Ra i l Deve lopment

156


Title : Improving Railway Infrastructure Productivity by Sustainable Two-Material RailDevelopment

Acronym: INFRASTAR



Total Cost : €1 783 811



Duration: 42 months

Scientific Coordinator : Martin HIENSCHOrganisation: AEA TECHNOLOGY RAIL BV.

CONCORDIASTRAAT 67, PO BOX 8125NL-3503 RC UTRECHT

Contact: Martin Hiensch Tel: +31 30 235 3024Fax: +31 30 235 7329





AEA Technology Rail bv. AEAT NLChalmers University of Technology, dept Applied Mechanics Chalmers SSheffield University – Dept. Mechanical Engineering USFD UKDUROC AB SCORUS – Hayange FRegie Autonome des Transports Parisiens RATP FBanverket – Swedish rail administration S

157

RAILWAYS TRANSPORT



Project ObjectivesThe area of crashworthiness and vehicle impact has seen rapid changes in recent years.The public is becoming increasingly aware of safety issues, which in turn puts manu-facturers and operators under pressure to improve the crash performance of vehicles.Passive safety has been successfully applied in the automotive industry and trains. NowSAFETRAM proposes to develop the corresponding rules for tramways, a passengerguided transport system operating in a complex environment of mixed traffic.SAFETRAM intends to tackle the passive safety issue of:- the city tram circulating within the city;- the periurban tram operating between the suburban areas and the city centre,

sharing the regional railway network. The major objective of this project is to prove the feasibility of the concept of collisionenergy and acceleration management for existent city trams and for the new periurbantram configurations within acceptable cost and technological constraints for thedefined construction solutions.

Description of the workReference accident scenarios will be defined for both the city and periurban tram,extracting information from statistical and risk analyses of tramway and regional railaccidents in Europe. SAFETRAM will create new design concepts for the two tramwaytypes by defining technical requirements to manage the collision energy. In thevalidation of these two designs, two different approaches will be employed: dynamictests (component, sled and full-scale testing) and numerical modelling. Acomprehensive study of interiors will be carried out including layout analysis, occupantmodelling, and the development and sled testing of the standing dummy. The current requirements for the construction and operation of urban rail systems inEurope vary greatly from country to country. SAFETRAM will harmonise passive safetyrequirements for European tramways by outlining specific recommendations, whichwill serve as the basis for the European Standard on tramway passive safety.

Expected resultsThe following results are expected:- identification of relevant reference accident scenarios;- new structural and interior tramway design rules for improved protection of

occupants;- definition of different levels of passive safety requirements for structural and interior

designs, according to the tramway type and operating conditions;- demonstration of the feasibility of the theoretical safety measures through specific

design solutions, manufacture, numerical modelling and testing of prototypes.

Passive Safe ty o f Tramways fo r Europe

158


Title : Passive Safety of Tramways for Europe

Acronym: SAFETRAM



Total Cost : €3 235 237



Duration: 36 months

Scientific Coordinator : Lamy FIGUEIRASOrganisation: BOMBARDIER TRANSPORTATION

RUA VICE ALMIRANTE AZEVEDO COUTINHO 1P-2700-843 AMADORA

Contact: Linda O’Connor Tel: +351 21 4969 300Fax: +351 21 4969 385

E-mail: linda.o’[email protected]




Bombardier Transportation, Portugal BT/P PAnsaldobreda S.p.A. AB IBombardier Transportation, Nuremberg BT/N DAlstom Transport SA ALS FAlcan Alesa Engineering Ltd ALC CHBerliner Verkehrsbetriebe BVG DCentrum Naukowo – Technicze Kolejnictwa CNTK PLDeutsche Bahn AG DB DInstituto Superior Técnico IST PMIRA Ltd. MIRA UKRégie Autonme des Transports Parisiens RATP FSociété Nationale des Chemins de Fer Français SNCF FTechnische Universität Berlin TUB D

159

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Project Objectives- enhancement of system efficiency in order to reduce fuel consumption and

pollutant emission;- reduction of the static and dynamic losses of the chips, application of high

temperature modules, optimised thermal management (reduction of thermal lossesacross interfaces, new attempts in thermal flux design);

- reduction of the system volume and system weight by a rigid system integrationconcept;

- system optimisation regarding cost-efficiency (high serviceability, durability anddesign for manufacturability) and high reliability (establishment of reliability testsand models);

- minimising system noise and torque ripple;- application of fast switching IGBTs for passenger comfort, considering electro-

magnetic interference for safety reasons;- design for a high volume market (mass-production), considering 100% recyclable

and non-polluting materials being compatible with other materials.

Description of the workDEVICES (IGBTs and MOSFETs) sustaining 200°C junction and 120°C ambient temper-ature are to be developed where existing simulation tools are applied. Instantaneously,simulation models will be extended to higher temperatures and model parametersextracted and verified. The high temperature chips will be further integrated tomodules where the thermal flux will be optimised and first reliability tests will becarried out. The application of new materials for packages, baseplates and joints willrequire detailed investigations of manufacturability, compatibility and durability. Atevery stage of the development process (chip, module and system level) measurementtechniques and methods for performance and failure analysis will be elaborated. Thesystem integration (module integrated to cooling system) will be performed in threestages: After an initial phase for definition of the operation limits and the require-ments, the system will be designed by support of standard simulation tools. Then,prototypes of modules integrated into the hot water cooling system will bemanufactured. The prototypes will be electrically and thermally characterised and theirperformance iteratively enhanced, where simulation models will be steadily extendedand improved, and experimentally verified. First reliability tests will be carried outproviding inputs for reliability modeling and design for high reliability. After the systemhas been technologically defined, reliability tests will be performed and standardised.Compact models (thermal, electro-thermal, mechanical, thermo-mechanical) will bedeveloped and finally standardised in a macro model library.

Expected results- IGBT/MOSFET-chips, packages sustaining 200°C junction and 120°C ambient temper-

ature modules for hot water cooling; - IGBT(600V, 3 3kV) / MOSFET(70V, 700A) testing systems for modules, modules

integrated into cooling system;- compact device models, driving circuits, physical models (thermal, electro-thermal,

mechanical, thermo-mechanical), multi-energy domain macro models;- metal-matrix composites quality criteria/specifications;- standardised reliability tests/models.

High-Tempera tu re IGBT and MOSFET Modules fo r

Ra i lway Trac t ion and Automot ive E lec t ron ics

160


Title : High-temperature IGBT and MOSFET Modules for Railway Traction and AutomotiveElectronics

Acronym: HIMRATE



Total Cost : €6 807 428



Duration: 36 months

Scientific Coordinator : Professor Dr Eckhard WOLFGANGOrganisation: SIEMENS AG

CT MS 4, OTTO HAHN RING 6D-81730 MUNICH

Contact: Professor Dr Eckhard Wolfgang Tel: +49 89 6364 4176Fax: +49 89 6364 6376





Siemens Aktiengesellschaft SIEMENS DSwiss federal Institute of Technology (ETH), Zurich Integrated Systems Laboratory (IIS) ETHZ CHCRF Società Consortile per Azioni CRF IRegienov RENAULT FInstitut National de Recherche sur les Transports et leur Securité INRETS FELECTROVAC Fabrikation elektrotechnischer Spezialartikel Ges.m.b.H. ELECTROVAC AInfineon Technologies AG INFINEON DEuropean Power Semiconductor and Electronics Company EUPEC DTechnische Universität Wien, Institute of Materials Science and Testing TUW.MST ATechnische Universität München; Lehrstuhl für Technische Elektrophysik TUM DAnsaldobreda ANSALDO IFerraz Date Industries FERRAZ F

161

RAILWAYS TRANSPORT

/ Power trains for railways


Project ObjectivesTo face the increase in both passenger and freight traffic demand railway companies arerequired to upgrade their traction power supply infrastructure in order to increase trackcapacity. In addition, on several lines, the electrical infrastructure is no longer able tosustain the actual traffic level reliably. The growing attention to environmental issuesmakes the installation of new electrical substations difficult and costly. Moreover,railways pay high penalties to national grid electrical suppliers for disturbances due torailway consumption: hence an energy-saving approach is envisaged. The mainobjective of this project is to develop and validate an SVC device adapted to the railwayelectrification infrastructure. The SVC adaptation in a single phase configurationrequires extensive design studies in terms of control system, interoperability towardsignalling and telecommunication systems, reliability and safety. The main technicalobjectives to be reached are; low cost (less than 1/3 of a new ESS), good interoperability(to different track circuits and signalling limits) and low maintenance. These objectiveswill be validated by the building of a prototype and testing on two different sites whichrepresent the two extremes of application throughout Europe.

Description of the workThe starting point of the work identified a SVC as the optimum short-term solution forvoltage profile improvement in electrified railway systems. Two main steps wereidentified: - design;- functional validation. The first step performed the detailed design of the SVC structures following thesecriteria: - voltage drop compensation (>3kV); - fast dynamic response (<200ms); - low losses (efficiency>0.95); - low cost and small size (<1/3new ESS); - interoperability; low maintenance (availability=0.98). The interoperability requirements influenced the design leading to the development ofspecific control boards and circuitry in order to respect signalling system limits,telecommunication interference levels, safety requirements, power supply disturbancelevels, traction voltage quality requirements and environmental considerations. Thesecond step performed the integration of the device at two test sites (Chathill on theUK’s East Coast Main Line and Paris on a French suburban line at Villenoy). Performancetests have already been scheduled and the recorded results will be compared with thedesign simulations and the design criteria set for the device.

Expected results- good demonstration of compliance of the HVB equipment;- exhaustive measurement campaign and satisfactory comparison with design criteria;- profitable cost/benefit analysis and product development.

High Vo l tage Booster Second Phase

162


Title : High Voltage Booster Second Phase

Acronym: HVB2

Contract N°: G3RD-CT 2000-00250

Proposal N°: GRD1-11220

Total Cost : €2 799 771



Duration: 28 months

Scientific Coordinator : Marina FRACCHIAOrganisation: CENTRO INTERUNIVERSITARIO RICERCA TRASPORTI

VIA ALL’OPERA PIA 11AI-16145 GENOVA

Contact: Marina Fracchia Tel: +39 10 353 2741Fax: +39 10 353 2700





Centro Interuniversitario Ricerca Trasporti, University of Genoa CRT ISociété Nationale des Chemins de Fer Français SNCF FRailtrack plc RT UKAnsaldo Sistemi Industriali S.p.A. ASI IInstitut National Polytechnique de Grenoble INPG FInstitut National de Recherche sur les Transports et leur Sécurité INRETS FFaculté Polytechnique de Mons FpMONS BRailinfrabeheer B.V. NS NLItalferr SpA ITF I

163

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Project ObjectivesImproved regional passenger transport systems are under consideration for urban andsuburban areas worldwide. With the cost of electrification being in many casesunacceptably high, diesel-powered vehicles are at present the only solution. Howeverthe diesel engine is unattractive for much of commuter transport. It is therefore clearthat the solution is a hybrid powertrain comprising a power booster and energyrecovery unit (PEU), a prime mover unit (PMU) and a supervisory control unit (SCU) foroptimised energy use. The objective of this project is to develop a PEU capable of providing accelerationpower with energy recovered from braking and an efficient, compact and low-emissions PMU. The system, under the authority of a SCU for safe and efficientoperation, will be designed in a way that its dimensions fit into modern modular lowfloor vehicles.

Description of the workThe workplan aims at effectively achieving the overall goal of the project. Morespecifically the workplan will aim at:- developing innovative propulsion technologies for a tram/light-rail platform;- providing effective co-ordination of the technical challenges of the project;- evaluating and certifying the technical approaches.The project work of ULEV-TAP II will be carried out in different work packages, which aresplit into three basic groups:- two work packages for specifications and evaluation;- three work packages for research work and development of the main components:

PEU, PMU and SCU;- two work packages for coordination, dissemination and exploitation across theme-

oriented activities.The work packages are linked interactively to ensure high efficiency and synergy indeveloping a hybrid powertrain for the European market.

Expected resultsThe project ULEV-TAP II will result in highly optimised hardware components for electrichybrid drive including a PEU, a PMU and the integrating SCU for optimised energy use.The components must fit into the roof of modern light rail vehicles.

Ul t ra Low Emiss ion Veh ic le Transpor t

Advanced Propu ls ion I I

164


Title : Ultra Low Emission Vehicle Transport Advanced Propulsion II

Acronym: ULEV-TAP II

Contract N°: NA


Total Cost : €4 000 000


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Hubert MÜLLEROrganisation: SIEMENS AG, TS LR PM

SIEMENS AGDUISBURGER STR. 145D-47829 KREFELD

Contact: Hubert Müller Tel: +49 215 1450 7338Fax: +49 215 1450 7565





Siemens Transportation System Siemens DKiepe Elektrik GmbH & Co. KG Kiepe DB.V. Ontwikkelingsmaatschappij CCM CCM NLThe Turbo Genset Company Limited TGC UKImperial College of Science, Technology and Medicine IMPCOL UKTransport Technologie Konsult TTK D

165

RAILWAYS TRANSPORT



Project ObjectivesThe objective of the EDIP project is to develop and promote as a standard an on-boardradio control system which will allow locomotives, and other traction units, working inmultiple to operate freight trains across Europe. The primary action is theestablishment of an open communication channel, allowing the control of locomotivesin the train, without the necessity for all vehicles in the train to be specificallyequipped. Resources in the radio communication system will have the provision forpotential future use by other on-board train applications.

Description of the workThe project activity is organised in four main phases. The first phase identifies currentand future operation of heavy/long/coupled/modular freight trains and technologiesused in similar existing systems. It will investigate applicable existing or emergingtechnologies in both the electronics and rail sectors. This will be followed by theidentification of the desired functions for the type of distributed power freight trainsthat shall be retained within EDIP taking into consideration their technicalcharacteristics, operational constraints and their compliance with safety rules.Provision for the future possible use of the EDIP radio-communication network will bemade. This phase will result in a complete specification of the functional requirementsand constraints with which the EDIP system shall comply.The project includes an assessment to identify the economic criteria of the system, itseconomic viability, the productivity gains for railway operators as well as the final userbenefits. A parametric simulation model will be developed to determine possible gainswhen using one of the retained types of freight trains on a specific corridor. The mainconsiderations of the dissemination and pre-standardisation processes will be to makerail freight operators aware of the benefits of EDIP and to provide the basis forstandards to be issued by the relevant standardisation bodies (AEIF, CEN, UIC).

Expected resultsFive milestones will be used to check intermediate results and exploitation perspectivesagainst goals. These will be set before start-up or during the initial stages of theproject, taking into account the evolution of the project’s technical and economicfeasibility. Risks can then be analysed and objectives refocused if required. Theprogressive deployment of the system and the exploitation phase are felt to be possiblewithin a few months of the end of the project.

European D is t r ibu ted Power

166


Title : European Distributed Power

Acronym: EDIP

Contract N°: G3RD–CT–2002-00816

Proposal N°: GRD2–2001-50040

Total Cost : €2 481 338



Duration: 30 months

Scientific Coordinator : Bruno GUILLAUMIN Organisation: TEKELEC SYSTEMES

29 AVENUE DE LA BALTIQUEF-91953 LES ULIS CEDEX

Contact: Sophie Pavoine Tel: +33 2 9912 7060Fax: +33 2 9912 7061





Tekelec Systemes TEKELEC SYSTEMES FSNCF SNCF FDeutsche Bahn Deutsche Bahn DThiemeg Thiemeg DSt2e St2e FSAB Wabco SAB Wabco ITrenitalia Trenitalia IAEA AEA UKNTUA NTUA ELSBB Cargo SBB Cargo CH

167

RAILWAYS TRANSPORT

/ Systems for railways


Project ObjectivesThis proposal aims at new needs for diagnostics on trains and electrical infrastructuredue to the deregulation and interoperability of EU track. The contact betweenoverhead contact line (OCL) and current collector/pantograph is an interface betweennewly established track and train operators. Permanently monitoring the thermal andmechanical stress load caused by a train running under the OCL allows the resultingwear to be predicted. This provides enhanced cost transparency for the operators,makes predictive maintenance possible and allows more efficient, faster and safer useof existing stock. Interoperability in a very heterogeneous EU electrical infrastructurenetwork will be increased. For high-speed trains, load monitoring is becomingessential, as non-optimised contact forces produce excessive wear and causeenvironmental noise. The EU is addressing these goals with a planned upgrade of theexisting rail network, Trans-European Net.

Description of the workFrom the functional, design and operating requirements as well as simulations of theinteraction between overhead contact line and current collector, the electromagneticimmune sensors and the topology for the sensor network for quasi-distributed temper-ature and contact force will be developed. The emerging results will be transferred ina hardware sensor design with a complementary interrogation unit and primarypackaging for harsh environmental conditions and high voltage potential. The successof the project depends on the enabling of a cross-talk free-embedding of the sensorsinto the collector. The developed and implemented sub-modules, current collectorwith embedded sensors, HV cabling, plus interrogation unit will be integrated andfunctional performance tests will ensure that the project monitoring goals are met.Operation under specified environmental conditions will be proved in the lab. A fieldtest will represent the full verification of the technology.

Expected results- quantitative assessment of transducer packaging, attachment, embedding and

transduction mechanisms;- prediction and measurement of sensor reliability and accuracy;- delivery of a prototype of a monitoring system measuring quasi-distributed

temperature and contact parameters;- integration of sensors with existing train electrical infrastructure.

Smar t Moni to r ing fo r Tra in Systems

168


Title : Smart Monitoring for Train Systems

Acronym: SMITS

Contract N°: G3RD-2002-0812


Total Cost : €3 400 000



Duration: 36 months

Scientific Coordinator : Thomas BOSSELMANNOrganisation: SIEMENS AG CORPORATE TECHNOLOGY

PAUL GOSSEN STR. 100D-91052 ERLANGEN

Contact: Thomas Bosselmann Tel: +49 913 173 1745Fax: +49 913 173 2164





Siemens Aktiengesellschaft Siemens DMorganite Electrical Carbon Morganite UKSocieté Nationale des Chemins de fer Français SNCF FInstitut f. Phys. Hochtechnologie IPHT DCommissariat à l’Energie Atomique CEA FBLS Lötschbergbahn AG BLS CH

169

RAILWAYS TRANSPORT

/ Systems for railways


Project ObjectivesThe main objective of the proposal is to develop a new approach and standards formotion sickness and passenger comfort while developing methodologies to be used forfuture designs as well as the operation of passenger vessels. This issue has been left 25-30 years behind as current standards are oversimplified and do not work. COMPASSlooks at the problem at a fundamental level and the project outcomes will help theindustry to develop technologies based on more realistic standards while using themethodologies.

Description of the workThe project is biased towards fundamental developments and research. The objectivesof the proposal will be achieved through mathematical modelling, full scale laboratorytests and validation studies. Full-scale trials will be carried out using different types ofvessels through the operator partners and the stakeholders’ group. Full-scale trials willinclude high-speed craft mono- and multihulls (35-50 knots), cruise vessels andmedium- to high-speed Ro-Ro passenger vessels as well. These studies will beperformed in seven interrelated work packages dedicated to: - the identification of the relation between economics and comfort;- investigation and study of the human response to motion and development of

questionnaires;- full-scale trials;- laboratory tests with motion simulators;- tool and standards development;- motion sickness model integrated into ship’s systems during the operation of the

vessel;- motion sickness model integrated with hydrodynamic tools for the development of

design and operation guidelines. In these work packages the main focus will be motion sickness and passenger comfort.

Expected resultsThe main project output will be new standards in motion sickness as well as design andoperational methodologies while the mathematical model will be available as a designand assessment tool.This project will provide the means to tackle motion sickness and passenger comfortproblem at a fundamental level and to improve one of the shipping industry’s majorproblems in Europe.

A Rat iona l Approach fo r Reduct ion o f Mot ion

Sickness and Improvement o f Passenger Comfor t

and Safe ty in Sea Transpor ta t ion

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Title : A Rational Approach for Reduction of Motion Sickness and Improvement ofPassenger Comfort and Safety in Sea Transportation

Acronym: COMPASS

Contract N°: NA


Total Cost : €3 000 000



Duration: 36 months

Scientific Coordinator : Dr Carlo CAMISETTIOrganisation: CETENA S.P.A.

VIA IPPOLITO D’ASTE, 5I-16121 GENOVA

Contact: Dr Carlo Camisetti Tel: +39 10 599 5483Fax: +39 10 599 5790


EC Officer: Dr Claudia VivaldaTel: +32 2 296 8524Fax: +32 2 296 3307



CETENA S.p.A CET IViking Line ABP VL FINGermanischer Lloyd AG GL DIZAR Construcciones Navales S.A. IZAR EBlue Star Ferries S.A. BSF ELNational Technical University of Athens NTUA ELSurface Effect Ships Europe AS SE NOSouthampton University, Institute of Sound and Vibration Research SOTON UKGrandi Navi Veloci S.p.A. Grimaldi Group GNV IUniversities of Glasgow and Strathclyde, The Ship Stability Research Center, Department of Naval Architecture & Marine Engineering SSRC UKTNO Human Factors TNO NL

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MARINE TECHNOLOGIES /

Fluid dynamics tools


Project ObjectivesComputational Fluid Dynamics (CFD) codes accurately predict the viscous flow aroundship hulls at model scale, as validated with model experiments. However, for bestpractical use the focus should shift to ships at full scale. A main problem in that regardis that full-scale viscous-flow measurements needed for validation are lacking.The principal technical objectives of EFFORT are:- to develop and validate the capability to make detailed, accurate, efficient and

reliable predictions of the flow around ship hulls with propellers at full size;- to provide accurate and fast design tools to fine-tune ship and propeller designs for

optimal operation in reality, thus reducing required engine power, fuel consumptionand emissions; and reducing damage, cost and discomfort caused by aninappropriate hull/propeller combination;

- to make the design process faster, more accurate, more competitive and involve lessrisk.

Description of the workThe work will mainly consist of:- a joint CFD development phase, in which extensions of existing CFD codes will be

made that are essential to predict the flow around ship hulls at full scale;- a full-scale measurement campaign in which extensive flow measurements at sea on

board two vessels will be done using laser-doppler velocimetry techniques.Corresponding model-scale measurements will be done using PIV and othertechniques;

- collecting the most complete possible set of full-scale flow data for ships, consistingof some earlier experiments and the new data, in a database for full-scale CFDvalidation;

- extensive validation studies of full-scale CFD predictions to establish the level ofaccuracy and improve the modelling;

- application of the tools developed and validated in the project to design studiesproposed by the industrial participants in the project, to determine anddemonstrate the benefits.

Expected resultsThe main output will be:- extended and validated CFD techniques for predicting viscous ship flow at full scale,

ready for practical application in design;- an introduction to, and evaluation by, industrial participants, of the validated CFD

tools;- a database of full-scale ship flow experimental data for future use;- a report of the design consequences of using the full-scale CFD, detailed validations

and conclusions regarding the proper modelling and numerical approach.This is expected to be a decisive step forward in the use and usefulness of viscous flowcomputations in European ship design, and in the quality and efficiency of the designprocess.

European Fu l l -Sca le F low Research

and Techno logy

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Title : European Full-Scale Flow Research and Technology

Acronym: EFFORT

Contract N°: NA


Total Cost : €3 285 002


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Ir. J. B. VERKUYLOrganisation: MARITIME RESEARCH INSTITUTE NETHERLANDS

P O BOX 28NL-6700AA WAGENINGEN

Contact: Ir. J. B. Verkuyl Tel: +31 317 493 301Fax: +31 317 493 245





Maritime Research Institute Netherlands MARIN NLIHC Holland N.V. IHC NLKvaerner Masa Yards KMY FINRolls Royce Kamewa R-R SVan Voorden Gieterij B.V. VVG NLShip Design and Research Centre CTO PLBassin d’Essais des Carenes BASSIN FHelsinki University of Technology HUT FINCentre National de la Recherche Scientifique CNRS FNational Technical University of Athens NTUA ELChalmers University of Technology Chalmers SHamburgische Shiffbau-Versuchsanstalt HSVA DLloyd’s Register Lloyd’s UKMaritime University of Szczecin WSM PL

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Project ObjectivesThis project is set up to achieve several primary objectives that are recognised as beingfundamental to the future success of the high-speed marine transport sector. The firstis to develop knowledge and tools that can be used to quantify the wash-makingcharacteristics of a particular vessel, based upon its hull form and propulsor. Thesetools will be extended to enable the optimisation of the hull forms in question, forminimising the wash-making, and hence, improving their efficiency. The secondproblem to be investigated is that of how the wash from such vessels impacts onsurrounding environment in terms of erosion of the bed and banks and harbours andnarrow channels, and in turn, how this erosion can affect marine life. The final objectivewill be to draw up guidelines that will enable the close control and monitoring of therapidly growing number of vessels operating in this sector.

Description of the workThe work will be broken down into five work packages (WP). The first of these involvesthe benchmarking and development of different CFD codes. The final working modelswill be compared with the results from the model tests carried out in WP2. The bestcandidate will be selected for further enhancement by the addition of optimisationtechnology in WP4. WP2 will involve a model testing programme of three typical high-speed hull forms, common to those being modelled in WP1. The results of these testswill be used to validate numerical models. WP3 concerns the full-scale testing of threevessels, whose hull forms are common to those in WP1 and WP2. The wash measure-ments will be based on both traditional techniques as well as high tech opticalmethods, which will be developed as part of WP3. WP4 will centre around thevalidation of the numerical tools developed in WP1 and progress to the design of twolow-wash hull forms. These demonstrator forms will be subjected to further model testsin order to assess the effectiveness of the software tools. WP5 stands slightly to one sidein that it will take the results from the previous four WPs and use them to draw upguidelines covering the design, operation and environmental impact of high-speedcraft, operating in restricted waterways. This will involve a study of the risks to marineorganisms and morphology, such that limiting wash parameters can be formulated.

Expected resultsThe main deliverables of the project will be: - wash prediction tools;- design tools to develop and optimise low wash hull forms;- low wash design methodology to minimise the wash effect from high speed marine

vehicles (HSMVs) and of measures to limit its environmental impact;- formulation of design criteria and wash impact assessment procedure to evaluate

the effect of wash on surface, seabed and marine organisms.

Fast Low Wash Mar i t ime Transpor ta t ion

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Title : Fast Low Wash Maritime Transportation

Acronym: FLOWMART



Total Cost : €3 172 120



Duration: 36 months

Scientific Coordinator : Dr Osman TURANOrganisation: SSRC, UNIVERSITY OF STRATHCLYDE

The SHIP STABILITY RESEARCH CENTRE48 NORTH PORTLAND STREET, COLVILLE BUILDING8TH FLOOR UK-G1 1XN GLASGOW

Contact: Dr Osman TuranTel: +44 141 548 3211Fax: +44 141 548 4784





Ship Stability Research Centre SSRC UKAlstom Chantiers de l’Atlantique SA CDA FFBM Babcock Marine FBM UKNational Technical University of Athens NTUA. SDL ELAlpha Marine Limited Alpha Marine ELSirehna SIREHNA FSSPA Maritime Consulting SSPA SMarintek Marintek NOUniversity of Göteborg UGOT.TMBL SUniversity of Newcastle-upon-Tyne UNEW UKLMG Marine AS LMG Marin NO

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Project ObjectivesEuropean ship-owners have changed their attitude drastically with respect to safety oflife on ships. Hiding behind existing rules and regulations has been gradually replacedby explicitly considering safety as a design parameter. Technical evidence is providedby adopting applied scientific research. Current safety regulations do not take theeffect of crashworthy side structures into account. Yet crashworthiness, as in land andair transport, can dramatically increase safety of life on ships. This project investigateshow crashworthiness can affect safety of life on ships.

Description of the workThere are three tasks to be accomplished in this project. The first task is to establish amethod for taking into account the effect of crashworthy side structures on thesurvivability of ships with respect to flooding through a collision damage orifice. Thesecond task is to design two side structures with an exceptional crashworthiness whichperforms at least two times better than conventional structures. The third task is tointroduce crashworthiness into the design practice. The work consists of desk studies,laboratory tests and full-scale experiments.

Expected resultsThe CRASHCOASTER project will provide a method for assessing the effect of crash-worthiness on the survivability of ships with respect to flooding following collisiondamage. Moreover, some structural design solutions will be provided for crashworthyside structures. Adopting the concept of structural crashworthiness in ships willsignificantly increase the potential for designing safe ships. Thus the anticipatedincrease of traffic density on European waterways can be realised while safety of life onships remains guaranteed.

Crashwor thy S ide St ruc tu res fo r Improved

Col l is ion Damage Surv ivab i l i ty o f Coasters and

Medium-Sized RO-RO Cargo Sh ips

176


Title : Crashworthy Side Structures for Improved Collision Damage Survivability ofCoasters and Medium-Sized RO-RO Cargo Ships

Acronym: CRASHCOASTER



Total Cost : €1 850 000

EU Contribution: €990 000


Duration: 42 months

Scientific Coordinator : Alex W. VREDEVELDTOrganisation: TNO

SCHOEMAKERSTRAAT 97PO BOX 49, NL-2600 AA DELFT

Contact: Alex W. Vredeveldt Tel: +31 15 269 5362Fax: +31 15 269 5399





Netherlands Organisation for Applied scientific Research TNO NLEstaleiros Navais de Viana do Castelo S.A. ENVC PBodewes Scheepswerf Volharding B.V. BOD NLFlensburger Schiffbau-Gesellschaft mbH&Co.KG FSG DAlstom Chantiers de l’Atlantique SA CDA FUnited European Car Carriers UEEC NOWagenborg Shipping BV WAG NLGermanischer Lloyd AG GL DBureau Veritas SA BV NLTechnical University of Denmark DTU DKDelft University of Technology DUT NLTechnical University Lisbon IST P

177


Structural analysis


Project ObjectivesDevelopment trends in cruise ship design have been very fast during the last 10 yearsand have put up many challenges for, among others, ship-owners, shipyards, designoffices, classification societies, interior architects, suppliers etc. Modern architecturaldesign and new safety regulations are demanding more complicated and sophisticatedstructures. The relative size of the superstructures is increasing and usually includesstructural discontinuities. Large open spaces cover several decks. Outside cabins withbig windows, often with balconies, have a significant influence on the shear capacityof ship’s side shell. Lifeboats are located lower down due to new safety regulations.DISCO is intended to create innovative global structural solutions, which can enableEuropean shipyards to be leaders in the cruise ship market in the future. Additionallythe structural analysis tools must correspondingly meet the requirements of rapiddesign process.

Description of the workThe project workplan is realised by dividing the project into steps:- analysing recent trends and predicting future development in cruise ship design

(WP1);- development of structural analysis methodologies especially in the field of

simplified and fast early design tools (WP2);- market analysis and development of new innovative structural concepts (WP3);- technical and economical feasibility analysis of the developed concepts to select the

most interesting concepts for further analysis (WP4);- detailed analysis of the most interesting concepts (WP5);- setting the guidelines for design and construction of new structural concepts for

future cruise ships (WP6).

Expected resultsThe main innovations of the project are related to developing sophisticated and novelstructural concepts to carry cruise ship longitudinal strength and in developingoptimum solutions for superstructure (hotel structure) structural arrangements forcarrying the global bending moments and shear forces. A large number of these ideaswill be generated initially but finally a technical and economic check will be done forselected ones only. An essential part of the project is to integrate shipyard experiencewith problems common to each shipyard partner. Defining and analysing the new hullstructure at a concept level efficiently is a problem, which must be solved.

Deve lopment o f Innovat i ve St ruc tu ra l Concepts

fo r Advanced Passenger Vesse ls

178


Title : Development of Innovative Structural Concepts for Advanced Passenger Vessels

Acronym: DISCO



Total Cost : €3 832 303



Duration: 36 months

Scientific Coordinator : Pentti KUJALAOrganisation: KVAERNER MASA YARDS

PO BOX 666FIN-20101 TURKU

Contact: Pentti Kujala Tel: +358 50 550 3495Fax: +359 2 266 7788


EC Officer: Frederic ScarbiTel: +32 2 296 1071Fax: +32 2 296 3307



Kvaerner Masa Yards KMY FINFinacntieri-Cantieri Navali Italiani Spa FINCANTIERI IAlstom Chantiers de L’Atlantique AS CDA FTechnical Research Centre of Finland VTT FINItalian Ship Research Centre CETENA IFrench Shipbuilding Research Institute IRCN FDet Norske Veritas A/S DNV NOLloyd’s Register Lloyd’s UKRegistro Italiano Navale RINA IHelsinki University of Technology HUT FIN

179


Structural analysis


Project ObjectivesThe proposed project intends to contribute to two major objectives:- improvement of the global quality of ships designed and built in Europe, with respect

to the ships’ transport mission (higher speed, comfort, safety) and environmentalimpact (lower energy consumption, reduced risks of damages to the environment);

- increase of European shipbuilding competitiveness in order to successfully contestwith ship production sites benefiting from low labour costs and currency devaluation.

This will be accomplished through two main technical objectives:- considerable decrease of the time required for early design, in order to achieve the

aim of one-week ship design objective needed by shipyards to make competitive bids;- significantly improve refined shape optimisation based on the integration of

parametric hull modelling techniques and advanced flow simulation methodswithin a new ‘functional’ design process.

Description of the workThe project is made of five work packages: WP1, WP2 and WP3 oriented towards thedevelopment of key technologies; WP4 towards specification and application and WP5towards management and exploitation.WP1 concerns the enhancement of CAD tools and the development of new modellingapproaches, introducing parametric techniques for shape definition and modification.WP2 aims at enhancing CFD tools and grid generation methods so that they reach thecritical level of automation and performance.WP3 addresses the design process from its functional point of view, in order to developnew methodologies and associated software to quantify the behaviour of a shipexpressed in terms of suitable design criteria with respect to the variation of designvariables.WP4 is designated for the specification, integration and verification of functionaldesign and optimisation at shipyards and model-basins. Relevant applications and casestudies will be carried out with panel and viscous codes.

Expected resultsThe expected main results are:- software tools for assistance to functional design and optimisation, integrated in

end-user's design environment;- geometry processing tools and enhanced CAD systems able to perform shape

variations;- enhanced CFD analysis tools, for early design and refined analysis;- an evaluation of the overall system by end-users on various and relevant design

applications.

Funct iona l Des ign and Opt imisat ion o f

Sh ip Hu l l Forms

180


Title : Functional Design And Optimisation Of Ship Hull Forms

Acronym: FANTASTIC



Total Cost : €4 941 520



Duration: 36 months

Scientific Coordinator : Ing. Luigi GROSSIOrganisation: FINCANTIERI-CANTIERI NAVALI S.P.A.

VIA CIPRO 11I-16129 GENOVA

Contact: Ing. Luigi GrossiTel: +39 10 599 5504Fax: +39 10 599 5379


EC Officer: Frederic SgarbiTel: +32 2 296 1071Fax: +32 2 296 3307



Sirenha SIRENHA FCETENA S.p.A. CETENA IStiftelsen for industriell og teknisk forskning ved Norges tekniske hoeyskole SINTEF NOInternational center for numerical methods in engineering CIMNE EChalmers University of Technology Chalmers SSSPA Maritime consulting AB SSPA SFinacntieri-Cantieri Navali Italiani Spa FINCANTIERI IHamburgische Schiffbau-Versuschsanstalt GmbH HSVA DFlensburger Schiffbau-Gesellschaft mbH & Co. KG FSG DIZAR IZAR ETechnical University of Berlin TUB DNAPA Oy NAPA FINMaritime Research Institute Netherlands MARIN NLFlowtech International AB FLOWTECH S

181


New design methodologies


Project ObjectivesFIRE-EXIT will equip the marine industry with a ship evacuation simulator that is aquantum leap in the level of reliability, realism and design utility of today’s shipevacuation software. The FIRE-EXIT ship evacuation simulator will be capable ofaddressing issues of mustering, ship motions, fire and abandonment. In achieving theseaims the FIRE-EXIT project does not intend to re-invent existing technology. Rather, itwill take as its starting point the very leading edge of the current state of the art in shipevacuation simulation, fire simulation and large-scale experimental facilities andsignificantly enhance these capabilities.

Description of the workFIRE-EXIT has five lines of work:- it will develop a rational approach to fire risk assessment consistent with the FSA

approach and the new fire protection regulations in SOLAS;- it will develop an evacuation simulation system that can cope with realistic

conditions, including smoke and the effects of ship list and ship motions;- it will test, refine and optimise the simulation through tests in a large-scale test

facility which will be endowed with the means to replicate motions and fire-inducedsmoke. The simulation will be further refined and optimised in full-scale ship trials;

- it will develop an automatic AI-based simulation assessment and optimisationmodule which will be able to interpret the data coming out of simulation runs,reduce it to a meaningful assessment and suggest ways of improving it;

- it will develop the concept design modules that will take the assessment andconvert it into an improved design, leading to a principled (non-rule based)approach to fire safety design.

Expected resultsIn the early stages of the design process FIRE-EXIT will bring important issues of safety,evacuation, staffing and procedures to the fore of ship design in a manner that will bequantifiable and reproducible. Ship regulators will be able to quickly assess a proposeddesign, including the crew procedures and determine whether proposed designs meetacceptable standards. Finally, ship operators will be able to assess safety provision on-board as conditions change.

Formula t ion o f Immedia te Response and

Evacuat ion St ra teg ies th rough In te l l igent

S imula t ion Assessment and Large-Sca le Test ing

182


Title : Formulation of Immediate Response and Evacuation Strategies through IntelligentSimulation Assessment and Large-Scale Testing

Acronym: FIRE-EXIT

Contract N°: NA


Total Cost : €3 529 713


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Dr Rory DOYLEOrganisation: BRITISH MARITIME TECHNOLOGY LIMITED

ORLANDO HOUSE, 1 WALDEGRAVE ROADUK-TW11 8LZ TEDDINGTON

Contact: Dr Rory Doyle Tel: +44 208 943 5544Fax: +44 208 977 9304





British Maritime Technology BMT UKVan der Giessen-de Noord NV GNS NLUniversity of Greenwich UoG UKTribon Solutions AB TRIBON SDet Norske Veritas DNV NOFleet Technology Limited FLT CAMettle Group METTLE FMediterranean Shipping Cruise S.p.A. MSC IMemorial University of Newfoundland MI CANational Research Council Canada Inst. for Marine Dynamics IMD CA

183




Project ObjectivesThe technical and scientific objectives of the HARDER project are to systematicallyinvestigate the validity, robustness, consistency and impact of harmonised probabilisticdamage stability regulations on the safety of existing ships and on the design evolutionof new ship concepts for various types of cargo and passenger ships, and to proposeand demonstrate appropriate measures for improvements through the development oftypical demonstrator designs.

Description of the workThe project is divided into seven work packages:- collection and analysis of actual damages, using world-wide available damage

databases. The result will be updated statistics on damage location, length, breadthtype of damage etc;

- determination of world-wide equivalent traffic route with associated traffic intensityand composition, deriving the expected damage distribution to novel ship designtaking due account of both ship operation and structural layout;

- study the behaviour of a damaged ship in a real sea-way, and derive rationalboundaries for the survival of damaged vessels, resulting in a general formulation ofprobability of survival, addressing all relevant types of ships and damage scenarios.Model tests as well as simulations are tools which may be used to achieve this goal;

- assessment of the combination of damage extent, penetration, height, etc. andtesting the validity, robustness and consistency of the factors formulated within theproject;

- identifying the equivalent levels of safety between the requirements resulting fromdeterministic stability rules (SOLAS) and the harmonised regulatory framework,expressed by the attained and required subdivision indices, A respectively R;

- implement the probabilistic concept and investigation of the impact on new shipdesigns, making comparisons with existing designs, and a general assessment of theimpact on ship design in general;

- write the new and validated procedures for probabilistic damage stability in aformat that can be submitted to IMO as a rule proposal.

Expected resultsThe main output from the project will be a fully validated, consistent and robustmethod for probabilistic damage stability, thereby ensuring flexibility in designwithout compromising safety. The project undertakes a concerted and concentratedeffort to fully understand the physics of a damaged ship in general, and the aim is tomake generic methods, which can be used to assess the survivability of a damagedvessel.

Harmonisat ion o f Ru les and Des ign Rat iona le

184


Title : Harmonisation of Rules and Design Rationale

Acronym: HARDER



Total Cost : €4 227 478



Duration: 36 months

Scientific Coordinator : Sigmund RUSAASOrganisation: DET NORSKE VERITAS

VERITASV. 1NO-1233 HOEVIK

Contact: Sigmund RusaasTel: +47 6 757 8513Fax: +47 6 757 9911





Det Norske Veritas DNV NOGermanischer Lloyd AG GL DTechnical University of Denmark DTU DKUniversity of Strathclyde SSRC UKDanish Maritime Institute DMI DKNational Technical University of Athens NTUA ELHowaldswerke-Deutsche Werft AG HDW DMaritime and Coastguard Agency MCA UKUniversity of Newcastle upon Tyne UNEW UKMaritime Research Institute Netherlands MARIN NLWS Atkins Consultants Ltd. WS ATKINS UKFincantieri – Cantieri Navali Italiani S.p.A FINCANTIERI ICarl Bro a/s, Dwinger Marineconsult CARL BRO DKKvaerner Masa Yards KMY FINDeltamarin Ltd. DELTAMARIN FINKnud E. Hansen A/S KEH DKCONS.A.R. – Italian Ship Owners Research Consortium CONSAR IHellenic Register of Shipping HRS ELShip Design and Research Centre CTO PL

185




Project ObjectivesShipbuilding as an integrating industry must co-operate in the network with otherindustries to gather and develop advanced technology. This sets strict requirements forship design efficiency. In the MOBISHIP project the aim is to develop the designmethods and procedures in the initial and basic ship design phases which are the mostcritical for a ship project. The target of the project is to analyse and determine the shipdesign from the aspects of spaces design, hull design and systems design, theseforming the main design flow, but giving due consideration also for the linked tasks,like technical analyses, cost, planning etc. The objective of the project is to develop asingle design methodology, based on 3D ship model that will make a platform forrelated and concurrent activities in the design and production process.

Description of the workThe project work plan consists of an analysis of the ship design process in fourshipyards. The process is divided into three aspects: spaces, hull and ship systemsdesign. The analysis will identify the main process including the data needed. Theassociated tasks linked to the main design path, like strength calculations, costestimation, and weight estimation are also defined and their relationship with the maindesign flow is specified. The second activity is to integrate this knowledge about thedesign flow into a specification for initial and basic design. When the design process isclarified, the different ways to implement this design flow in a 3D model for design aredeveloped and compared. The last outcome of the project is a description andspecification for further software development of an early 3D design tool.

Expected resultsThe main output of the project is the specification of a new model-based methodologyand procedure of the initial and basic design, containing all the information needed inthe design flow of a ship. This direct result is expected to increase consistency, toreduce throughput time and to avoid redundancies in different concurrent models. Theoverall quality of the design will be improved what comes to accuracy, elimination oferrors and late changes. The administrative workload of key designers will beessentially reduced resulting in higher motivation and increased creativity.

Model -Based In i t ia l and Bas ic Sh ip Des ign

186


Title : Model-Based Initial and Basic Ship Design

Acronym: MOBISHIP



Total Cost : €3 480 926



Duration: 30 months

Scientific Coordinator : Markku KAJOSAARIOrganisation: KVAERNER MASA-YARDS INC.

LAIVAKATU 1FIN-00150 HELSINKI

Contact: Markku Kajosaari Tel: +358 9 194 2368Fax: +358 9 194 2550





Kvaerner Masa Yards KMY FINFincantieri, Cantieri Navali Italiani Spa FINCANTIERI IHowaldtswerke Deutsche Werft AG HDW DStocznia Szczecinska S.A SSSA PLTribon Solutions AB TBS SNAPA Oy NAPA FINSener Ingenieria y Sistemas SA SENER EInstitut de Recherches de la Construction Navale IRCN FDet Norske Veritas A/S DNV NO

187




Project ObjectivesUnlike many other aspects of Ro-Ro vessels design, which have undergone continuousprogress towards new technologies, safety still lags behind. Traditionally handled withstrict compliance to rules and regulations, the survivability of this type of vessels todamage at sea has proven dramatically insufficient. The goal of this project is todevelop and validate by demonstration an innovative design methodology based on arisk assessment approach which employs first principles models representative of thephysics involved in the flooding process. This tool will allow practising naval architectsto realistically predict, measure and improve the level of safety of a given Ro-Ro designand therefore it will allow total integration of survivability in the design process as aregular design parameter.

Description of the workProject NEREUS consists of three interdependent development work packages assistedand supported by one wide-stretching validation work package (WP4). Onedevelopment work package concentrates on the elaboration of tools for assessing thesurvivability of Ro-Ro vessels at different levels of sophistication (WP1). Within a seconddevelopment work package, a Ro-Ro prototype is designed from first principles, withthe aim of introducing damage resistance to capsize in the customary designoptimisation process (WP3). Finally, quantitative risk analysis is employed within a thirddevelopment work package (WP2) to bridge the gap between the previous two byrationally integrating the newly developed numerical tools in the design process. Inaddition to these, the overall co-ordination of the project constitutes a fifth and lastwork package (WP0).

Expected resultsNEREUS milestones are set every six months and workshops provide the necessaryexchange of results and opinions amongst the participants every twelve months.Deliverables are in the form of reports and the preliminary design of a Ro-Rodemonstrator. The two major expected results from NEREUS are to raise Europeansafety standards, by providing tools and methods to integrate safety in Ro-Ro design,and to improve the competitiveness of the European shipbuilding industry.

F i rs t P r inc ip les Des ign fo r Damage

Res is tance aga inst Caps ize

188


Title : First Principles Design for Damage Resistance against Capsize

Acronym: NEREUS



Total Cost : €3 051 306



Duration: 36 months

Scientific Coordinator : Dr Luca LETIZIAOrganisation: The SSRC – UNIVERSITY OF STRATHCLYDE

8TH FLOOR COLVILLE BUILDING48 NORTH PORTLAND STREETKT18 5BW GLASGOW, UK

Contact: Dr Luca Letizia Tel: +44 141 548 4424Fax: +44 141 548 4423


EC Officer: Dr Claudia VivaldaTel: +32 2 296 8524Fax: +32 2 296 3307



Color Line Marine AS COLOR LINE NOWS Atkins Consultants Ltd ARD. SCTE UKUniversity of Strathclyde SU. SSRC UKNational Technical University of Athens NTUA. SDL ELLund, Mohr & Giaever-Enger Marin AS LMG MARIN NOSirehna SIREHNA FDanish Maritime Institute DMI DKMaritime Research Institute Netherlands MARIN NLBureau Veritas SA BV FFlensburger Schiffbau-Gesellschaft FSG DDeltamarin Ltd DELTAMARIN FINInstituto Superior Tecnico IST P

189




Project ObjectivesThe main objective of the ROROPROB project is to improve safety and survivability ofRo-Ro passenger ships by developing and implementing a new innovative software toolbased on the application of the probabilistic rules-based approach for assessingfloatability and damage stability. This approach is based on a strict scientific basis andallows the rational modelling of collision or other likely damage to a Ro-Ro passengership. As the application of risk-based methodology would involve a massive andcomplex computational effort, the project aims to formalise the methodology by theapplication of proper optimisation tools in formulating and solving the ship’scompartmentation problem. These objectives promote a healthy evolution of the Ro-Ro concept and support the specific R&D programme targets to increase economicgrowth, maintain and create new jobs in Europe, and develop high quality andcompetitive products for tomorrow’s market.

Description of the workThe project started with updating a technical Ro-Ro passenger ship database from theSAFER-EURORO thematic network. Systematic regression formulae were developedrelating the relevant design parameters to intact and damage stability characteristics.On this basis an in-depth study of robustness of the probabilistic rules-based damagestability approach was carried out to identify the most important parameters for themeasure of merit, the attained subdivision index A. As the design of ship’s subdivisionis an iterative optimisation task, an innovative approach is followed to apply modernoptimisation methods to the ship’s compartmentation problem. A new softwarepackage was developed and will be verified at end-users’ software environments.Parameter studies with different damage scenarios are being carried out by varying themost important design parameters, such as bulkhead position, deck height and lowerhold data. Finally, demonstrations with the software tool will be carried out.

Expected resultsThe main result of the project will be the new validated software tool for the ship’scompartmentation problem applying modern optimisation methods. Other resultsinclude an extensive Ro-Ro passenger ship technical database/knowledge base, newdata about robustness of the probabilistic damage stability approach and about theapplication of optimisation methods to the ship’s compartmentation problem.

Probab i l is t ic Ru les-Based Opt imal Des ign

o f Ro-Ro Passenger Sh ips

190


Title : Probabilistic Rules-Based Optimal Design of Ro-Ro Passenger Ships

Acronym: ROROPROB



Total Cost : €2 747 384



Duration: 36 months

Scientific Coordinator : Dr Seppo KALSKEOrganisation: DELTAMARIN LTD

PUROKATU 1FIN-21200 RAISIO

Contact: Seppo Kalske Tel: +358 2 4377 402Fax: +358 2 4380 378





Deltamarin Ltd DELTA FINNational Technical University of Athens – Ship Design Laboratory NTUA-SDL ELUniversity of Strathclyde – The Ship Stability Research Centre SU-SSRC UKTechnical University of Denmark DTU DKInstituto Superior Tecnico IST PKvaerner Masa Yards KVMY FINLund, Mohr & Giaever-Enger Marin AS LMG MARIN NOSirehna SIREHNA FCONS.A.R. – Italian Ship Owners Research Consortium CONSAR IHellenic Register of Shipping S.A. HRS ELDet Norske Veritas DNV NOIZAR Construcciones Navales S.A. IZAR E

191




Project ObjectivesThe aim of the project is to develop a formalised methodology for design for safety ofhigh speed craft (HSC) using state-of-the-art techniques and tools. The global deliverableis this methodology, accompanied by supporting tools and information, which willenable HSC designers to reach an optimal solution with regard to overall safety andthrough-life cost.

Description of the workThe principal objectives of the work packages in the project are to: - (WP1) develop a suitable risk/cost model of key factors affecting collision and

grounding, to be implemented in a risk-based design methodology for high-speedcraft;

- (WP2) develop a suitable risk/cost model of key factors affecting hazards associatedwith ship motions, to be implemented in a risk-based design methodology for high-speed craft;

- (WP3) develop a suitable risk/cost model for implementation in a risk-based designmethodology for high-speed craft, addressing factors relevant to foundering;

- (WP4) develop suitable risk/cost models for high-speed craft to be implemented in arisk-based design methodology, with reference to the key factors pertinent todamage and fire containment;

- (WP5) create guidelines and the project tool for the safe design of HSC, by theintegration of the activities carried out by WP1 to WP4;

- (WP6) provide a complete prototype application of the whole methodology, bytesting the proposed procedures, methods and tools in a real-life HSC design frame-work, allowing their integration into the traditional design activities.

Expected results- a comprehensive and consistent methodology for the design of high speed crafts, on

the basis of a risk/ cost approach;- design and operational guidelines for improving comfort and safety of passengers

during HSC operations;- methods for assessing controllability of HSCs;- methods for proper definition of environmental loading of HSCs;- methods for structural analysis of HSCs;- methodological framework for the design of safer HSC at reduced cost;- a baseline for design for safety methodology;- methods for survivability analysis of HSCs.

Safe ty a t Speed

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Title : Safety at Speed

Acronym: S@S



Total Cost : €4 669 267


Starting Date: 01/0701

Duration: 36 months

Scientific Coordinator : Aage DAMSGAARDOrganisation: DANISH MARITIME INSTITUTE

HJORTEKAERSVEJ 99DK-2800 LYNGBY

Contact: Aage Damsgaard Tel: +45 4587 9325Fax: +45 4587 9333





Danish Maritime Institute DMI DKBureau Veritas BV FD’Appolonia S.p.A DAPP ITechnical University of Denmark DTU DKAmerican Bureau of Shipping – Europe Ltd. ABS UKTechnical Research Centre of Finland VTT FINFincantieri, Cantieri Navali Italiani Spa FINCANTIERI IShip Stability Research Centre SSRC UKDuisburg Shallow Water Towing Tank VBD DSirehna SIREHNA FMaritime Engineering and Technology for Transport, Logistics and Education METTLE FUniversity of Newcastle UNEW UKNational Technical University of Athens NTUA ELSEA Containers Ltd. SEA UKCETENA CETENA I

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Project ObjectivesFire is one of the first causes of loss of life and property in shipping transport. Mostmarine casualties are associated with fire or explosion. Since the beginning of theproject it was recognised that stringent international fire safety rules and regulationshave a major drawback in being too prescriptive as the result of a non-homogeneous,incremental process. An innovation is the ‘alternative design and arrangements’ conceptwhich can be accepted when is demonstrated to be at least as safe as the prescriptivedesign. The approach is to harmonise the fire risk assessment techniques, which arealready used in other industrial sectors, in ship design. The SAFETY FIRST project willallow the development of a complete ‘design tool-kit’, including risk model databases,products and materials fire properties specifications, fire consequence models for theselected design fire scenarios and simulations correlated with dedicated full-scale firetests.

Description of the workA new regulatory approach is about to be introduced by the International MaritimeOrganisation (IMO), emphasising the key aspects of fire protection design. The aim of the SAFETY FIRST project is to ensure that a tried and tested ‘tool kit’ forcarrying out fire risk assessment on ships is in place by 2002. Based upon user requirement specifications, where shipyards and ship-owners havesummarised their needs in terms of fire safety design, fire formal safety assessment isundertaken on three significant case studies of practical engineering relevance, onpassenger/crew accommodations and technical spaces on cruise ships as well as onvehicle decks on Ro-Ro passenger ferries. Fire consequence models correlated withdedicated full-scale fire testing activities will allow to draw conclusions in terms ofrecommendations for the fire safety-by-design of passenger ships.

Expected results- assessment of the practical applicability of IMO guidelines on alternative design and

arrangements for fire protection;- development of a library of risk models, products and materials identifying

significant fire scenarios;- definition of a comprehensive design tool-kit for designers;- possibility for EU shipbuilding industry and ship-owners to promote innovative

designs and take immediate advantage of the new regulations.

Design fo r Safe ty – Sh ip F i re Eng ineer ing

Ana lys is Too lk i t

194


Title : Design for Safety – Ship Fire Engineering Analysis Toolkit

Acronym: SAFETY FIRST



Total Cost : €3 376 118



Duration: 36 months

Scientific Coordinator : Alessandro MACCARIOrganisation: FINCANTIERI CANTIERI NAVALI ITALIANI S.P.A.

PASSEGGIO S. ANDREA 6BI-34123 TRIESTE

Contact: Alessandro Maccari Tel: +39 040 3193547Fax: +39 040 3193777





Fincantieri – Cantieri Navali Italiani S.p.A. FINCANTIERI ICETENA S.p.A. CETENA IThree Quays Marine Services Limited 3QM UKRINA S.p.A. RINA IBureau Veritas S.A. BV FD'Appolonia S.p.A. DAP IAEA Technology plc AEA UKNetherlands Organization for Applied Scientific Research TNO NLUniversity of Greenwich UoG UK

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Project ObjectivesThe AURORA project is responding to environmental concerns over the impact of drydock ship hull cleaning, which can be very contaminating. EU shipyards carry outimportant repair/maintenance, and cleaning of ship hulls is mandatory before otheractivities can proceed. Environmental regulations are causing firms performing repairactivities to migrate to third countries with less strict regulations, decreasing EU yardactivity and seriously compromising EU employment. AURORA is an innovative EUapproach aiming to provide an eco-efficient solution to this problem. Cleaning tasks willbe done underwater without the need of taking the ship to the dry dock /slipway, bymeans of a low-cost auxiliary climbing robot for underwater ship hull cleaning.Surveying of the ship’s hull steel will also be done underwater using specialised sensors.

Description of the workThe project will start with the establishment of user requirements and AURORAspecifications, followed by system/subsystem design and development. Integration andpreliminary tests of the four main subsystems (cleaning and surveying head,underwater climbing robot, waste disposal and supervisor station) on a special mock-up will be done before on site tests, performance evaluation and final demonstration.This is a multidisciplinary research project involving six partners from three EUcountries with complementary roles: the Instituto de Automatica Industrial, specialisedin robotics and control systems; two ship-repairing yards: T. Kalogeridis & Co. Inc. andUnión Naval de Barcelona; one engineering firm, Algosystems S.A., specialising inindustrial control, instrumentation, software development and communications; oneengineering department, from Lund University, specialising in robotics; and one SME,SAIND, manufacturer and vendor of equipment for shipyards.

Expected resultsThe main expected results of the AURORA project are related to the realisation of anunderwater climbing robot and its associated remote control supervisor station forunderwater ship hull cleaning and surveying, with the remarkable result of no waternor air pollution. A pre-industrial system will be realised and evaluated in shipyards.

Aux i l ia ry C l imbing Robot fo r Underwater Sh ip

Hu l l C lean ing o f Sea Adherence and Survey ing

196


Title : Auxiliary Climbing Robot for Underwater Ship Hull Cleaning of Sea Adherence andSurveying

Acronym: AURORA



Total Cost : €2 718 825



Duration: 36 months

Scientific Coordinator : Dr Manuel ARMADAOrganisation: CONSEJO SUPERIOR DE INVESTIGACIONES CIENTIFICAS –

INSTITUTO DE AUTOMATICA INDUSTRIALCARRETERA DE CAMPO REAL, KM. 0,200E-28500 LA POVEDA –ARGANDA DEL REY

Contact: Dr. Manuel Armada Tel: +34 91 817 1900Fax: +34 91 871 7050


EC Officer: Dr Frederic SgarbiTel: +32 2 296 1071Fax: +32 2 296 3307



Consejo Superior de Investigaciones Cientificas –Instituto de Automatica Industrial CSIC-IAI EAlgosystems S.A. ALGO ELLund University LUND SSaind Soldadura S.A. SAIND ET. Kalogeridis & Co Inc KAL ELUnion Naval de Barcelona UNB E

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Manufacturing and maintenance processes


Project ObjectivesThe BONDSHIP project is a major European initiative to introduce adhesive bondinginto shipbuilding for joining of lightweight materials. The aim of the project is to makeEuropean shipyards more competitive by achieving considerable cost savings in theproduction of passenger ships and high-speed craft (e.g. -30% for smallsuperstructures). Adhesive bonding will have a significant impact on currentshipbuilding practice. Adhesives do not change the properties of the substratematerials and allow joining of dissimilar materials. Furthermore the joints are straightand do not usually require rework unlike welded aluminium. Further benefits areincreased opportunities for modular construction leading to increased flexibility in thebuild schedule for the shipyard by using subcontractors to produce the modules andshorter time between signing of the contract and delivery of the vessel. This will openup new opportunities for SMEs to provide services to shipyards.

Description of the workThe work in BONDSHIP is focused on application cases to ensure easy implementationof the project results. The first work package (WP) studies structural behaviour ofbonded joints and their long-term performance. It involves the application of structuralmodelling techniques as well as testing programs. In WP2 the application cases andmaterials used in the project are specified, and the writing of guidelines is coordinated.The next three WPs are concerned with developing and validating design, materialsand production techniques and repair schemes for different application cases.Application cases studied include an adhesively-bonded superstructure of a patrolvessel, bonded joints for secondary attachments to cruise ship superstructures such asa deckhouse and load-bearing joints in superstructures to replace current bi-metallicconnections. Examples include mast supports and swimming pools.

Expected resultsThe main project results are guidelines for design and modelling of joints, acceptancetests and criteria, test and inspection methods for joints, documented application casesand joint designs, material data, repair guidelines, documented production andassembly procedures and practical experience and skills from using adhesives in ashipyard. The partners intend to use the project results in their daily work as well as thebasis for new or improved products and services.

Bonding o f L igh tweight Mater ia ls fo r

Cost -E f fec t i ve Product ion o f H igh-Speed

Cra f t and Passenger Sh ips

198


Title : Bonding of Lightweight Materials for Cost-Effective Production of High-SpeedCraft and Passenger Ships

Acronym: BONDSHIP



Total Cost : €4 600 000



Duration: 36 months

Scientific Coordinator : Jan WEITZENBÖCKOrganisation: DET NORSKE VERITAS AS

VERITASVEIEN 1N-1322 HØVIK, NORWAY

Contact: Brian HaymanTel: +47 6757 7417Fax: +47 6757 7520





Fincantieri - Cantieri Navali Italiani S.p.A. Fincantier IVosper Thornycroft (UK) Limited VT UKJos. L. Meyer GmbH JLM DAlcan Alesa Engineering ltd. – Alcan Mass Transportation Systems, ARR CHSika Group Sika CHCETENA S.p.A. CETENA IFraunhofer Gesellschaft zur Förderung der angewandten Forschung e.V. IFAM DFiReCo AS FI NOUniversity of Southampton UoS UKDélégation Générale pour l'Armement (DGA), Direction des Centres d'Expertise et d'Essais (DCE) DGA FNDT Solutions Ltd NDT UKStena Rederi AB Stena S

199




Project ObjectivesDockLaser aims to increase productivity, flexibility, quality and working conditions inthe block and final assembly areas of new shipbuilding as well as in ship repair byintroducing laser processing. These areas are commonly referred to as ‘dock area’ inthis project. DockLaser will develop mechanised mobile laser processing units for threetypical applications in the dock area: long linear structural welds, tack welds as well asfor welding and cutting operations in outfitting.Applying this technology is expected to save of up to 50 000 man-hours for a largecruise ship.

Description of the workIn order to successfully exploit the proven benefits of laser processing under the specialconditions of the dock area, the following problems have to be solved:- difficult accessibility due to large structures calls for small, light and moveable

equipment;- high tolerances in the dock area require technologies to keep the parts in position

prior to welding and necessitates the integration of sensor systems for seam trackingand gap detection;

- largely varying designs require a high degree of flexibility of the tools to bedeveloped, which can be achieved by using mechanised devices which will bemanually or mechanically positioned and/or guided;

- harsh environmental conditions call for development of reliable and stableprocesses, such as laser hybrid welding for long weld tracks.

The variety of cutting and welding tasks in the dock area calls for a modular systemwith a base station, containing heavy components like the laser source, and a set offlexible tools for specific tasks, which will be plugged to the base station to carry outthe work.To realise the concepts described before, DockLaser will:- develop reliable and stable processes;- develop, integrate and test the moveable base station; - create guidelines and solutions for the qualification of the processes and for work

safety;- test and evaluate the equipment and processes under practical conditions.

Expected resultsThe main innovative aspects of DockLaser comprise:- introduction of laser processing techniques into the dock area;- combination of laser processing and mobile mechanised equipment;- a set of modular tools and equipment specially designed for the dock area;- guidelines and solutions for safe operation of mobile Nd-YAG laser units;- guidelines to obtain approval of laser processing in the dock area.

Inc reas ing E f f ic iency and Qua l i ty in Sh ipbu i ld ing

and Sh ip Repa i r by Deve lop ing Mobi le Laser

Equ ipment fo r Dock Areas

200


Title : Increasing Efficiency and Quality in Shipbuilding and Ship Repair by DevelopingMobile Laser Equipment for Dock Areas

Acronym: DockLaser

Contract N°: NA


Total Cost : €4 079 786



Duration: 36 months

Scientific Coordinator : Dr Frank ROLANDOrganisation: JOS.L.MEYER

PO BOX 1555INDUSTRIEGEBIET SÜDD-26855 PAPENBURG

Contact: Dr Frank Roland Tel: +49 4961 814 617Fax: +49 4961 814 497


EC Officer: Frédéric SgarbiTel: +32 2 296 1071Fax: +32 2 296 3307



Jos.L.Meyer GmbH JLM DBALance Technology Consulting GmbH BAL DForschungszentrum des Deutschen Schiffbaus FDS DOdense Steel Shipyard Ltd. OSS DKIZAR Construcciones Navales S.A. IZAR EDet Norske Veritas AS DNV NOSchweißtechnische Lehr- und Versuchsanstalt Mecklenburg-Vorpommern SLV-MV DSchweißtechnische Lehr- und Versuchsanstalt Halle GmbH SLV-Halle DVUZ – Vyskumny ustav zvaracsky VUZ SKFORCE Technology FORCE DKMobil Laser Tec GmbH MLT DIntelligent Welding Automation (IWA) ApS IWA DKFronius Schweißmaschinen Produktions GmbH & Co. KG FRONIUS A

201




Project ObjectivesThe main objective of the project is to increase competitiveness in European shipbuildingby improving productivity. It is an objective of the project to improve the workingconditions, safety and health of the welders in this ship erection area. Technical objectives:- establishing an overview of welding automation aspects in the ship erection area;- develop a flexible manipulator for welding in closed ship hull structures and

demonstrate this in a shipbuilding environment; - develop and integrate a motion planning and control system;- develop and integrate a process control system being able to manage the significant

welding gaps in the ship erection area.

Description of the workThe two end-users will play a dominant role throughout the project, ensuring theobjectives are reached and the results exploitable. In the first phase of the project a generaland thorough automation analysis in the dock area leading to an end-user specificationconsisting of a catalogue of automation possibilities in the dock area will be completed.Based on this catalogue a system specification for a specific industrial trial application willbe set up, including specification for the final demonstrations. The end-user specificationwill also be used for at cost/ benefit and building method analysis. The system specificationwill form the input for the technical development phase, which will be performed usingstate-of-the-art technologies and new approaches within the following areas: - parallel and serial robot manipulators;- distributed control modules;- off-line and real-time motion planning and deviation control;- adaptive welding process control;- camera-based positioning control together with an efficient man-machine interface. WP leaders will test each technical sub-system in the laboratory before the sub-systems aredeclared ready for integration. Integration of the sub-systems into a complete workingsystem will be done at Cybernetix S.A., who have great experience in integrating andimplementing robotic systems. After successful integration, which will be ended with a testat Cybernetix S.A. to ensure functionality, the system will be demonstrated and evaluatedat both Fincantieri S.p.A and Odense Steel Shipyard Ltd. The demonstration will take placein a real production environment, enduring test against the hazardous conditions in thedock area.

Expected resultsThe exploitable project output will be:- automation analysis covering important considerations for shipbuilders for introducing

welding automation in the dock area;- a prototype system, DOCKWELDER, for flexible welding automation in the dock area;- a prototype manipulator with significant numbers of DOF for better accessibility in

complex structures;- an industrially-tested motion planning and control system with real time compensation;- a prototype process control system for welding in the final assembly stages of

shipbuilding with large tolerance deviations;- a free configurable man-machine Interface (MMI) concept useful in various industrial

applications.

F lex ib le Weld ing Automat ion o f Sh ip E rec t ion

202


Title : Flexible Welding Automation of Ship Erection

Acronym: DOCKWELDER



Total Cost : €2 941 500



Duration: 36 months

Scientific Coordinator : Torben ANDERSENOrganisation: ODENSE STEEL SHIPYARD LTD.

LINDOE ALLE 176DK-6330 MUNKEBO

Contact: Torben Andersen Tel: +45 6 397 1010Fax: +45 6 397 2345


EC Officer: Frederic Sgarbi Tel: +32 2 296 1071Fax: +32 2 296 3307



Odense Steel Shipyard Ltd OSS DKFincantieri, Cantieri Navali Italiani Spa FINCANTIERI ICybernetix S.A CYB FGesellschaft für Automatisierung, Prozeßsteuerung und Schweißtechnik APS DAmrose Amrose DKUniversity of Southern Denmark, Odense University MIP DK

203




Project ObjectivesThe objective of this project is to develop guidelines and recommendations coveringbest work practice for industrial coating processes with respect to best product quality,safest health and working conditions and the smallest environmental impact.The target is to properly integrate the coating process into the ship productionactivities to achieve improved productivity and coating standards throughout the lifeof the ship. In addition dissemination of intermediate and final results will be a keyobjective through workshops and targeted user-groups.ECOPAINT will test alternative coating materials combined with new surface andapplication technologies to reduce solvent emissions by 20%.

Description of the workThe proposal focuses on the coating process during ship construction, with anemphasis on understanding how the process of coating can be improved and how suchimprovements would impact on the behaviour of the coating in service.The improvements of the coating process which is a bottleneck to shipyard productionrelies on understanding and balancing a number of activities:- design; - facilities; - production technology; - management systems; - worker skills and education.All these have to be improved while maintaining a positive environmental and healthand safety equation.The work will review the state of the art (WP1) and then audit (WP2) the partner yardsto identify opportunities to adopt a best practice against a background ofenvironmental emission (WP5) and health and safety (WP3) improvements also. Ittargets to improve the working conditions during application processes and to reduceemission of e.g. volatile organic compounds. There is a very strong link between the quality of the first-time application of coatingsin the shipyard and the subsequent performance (or otherwise) of the paint. Manypaint failures can be traced back to the coating selection and application processes.Thus the long-term behaviour of the products in service (WP4) will provide availablefeedback to the selected improvement strategies.

Expected resultsThe project will deliver:- improved coating testing methods;- improved productivity and management of the coating process at new building;- improved health and safety performance of the coating process and guidelines;- improved understanding of the environmental equation and identification of

critical areas from this study and specific areas where more detailed work is requiredto take into account the through life impact of ship operations and scrapping.

Env i ronmenta l ly F r iend ly and E f f ic ien t

Coat ings fo r Sh ips

204


Title : Environmentally friendly and efficient coatings for ships

Acronym: ECOPAINT



Total Cost : €2 800 000



Duration: 36 months

Scientific Coordinator : Lars-Eric ETZOLDOrganisation: JOS. L. MEYER GMBH

INDUSTRIEGEBIET SUEDD-26871 PAPENBURG

Contact: Lars-Eric Etzold Tel: +49 4691 814329Fax: +49 4961 81940298





Jos. L. Meyer Gmbh JLM DOdense Steel Shipyard Ltd OSS DKDet Norske Veritas A/S DNV NOSafinah Ltd SAFINAH UKForschungszentrum Terramare FTM DNewcastle Primary Care Trust NPCT UKG. Theodor Freese Gmbh GTF D

205




Project ObjectivesEFTCoR is a new Environment-Friendly and Cost-effective Technology for CoatingRemoval which will preserve the market for European ship repair of €800 M a year/270 000 jobs. It is estimated to achieve a surface preparation cost reduction of about€27 M per year and a reduction in the maintenance period by 40%, which will reduceship operation costs by 3%. The project will develop new technology regarding coatingremoval. Its second objective is the development of a new system for effective wasteseparation and disposal. And thirdly, an important research effort will be made in theautomation of the cleaning process. In this sense, a family of coating removal systemswill be developed, capable of working in a cooperative way.

Description of the workThe main objective of EFTCoR Project is to develop a reliable and cost-effectivetechnology for coating removal capable of obtaining a high-quality surfacepreparation with a dramatic reduction of waste and zero emissions to environment. Izar Carenas will act as project leader and will also lead an assessment council, puttogether by several European shipyards interested on results exploitation. Theconsortium brings together ten partners from six different European countries withhigh degree of interdisciplinary expertise (large and small shipyards with cleaning andwaste dealing experience, coating removal and cleaning equipment developer andsupplier, paint expertise developer and supplier, visual inspection expertise, systemengineering expertise, software developer for robotics application), and a highpotential in transferring new technology into shipyards using the commercial networksof the partners and technological networks of the partners. A European EconomicInterest Grouping, EEIG-EFTCoR, will assure results exploitation and technologycommercialisation.

Expected resultsMain development:- recyclable and cost-effective new material for hull coating removal; - waste recycling system; - family of coating removal systems capable of working in a cooperative way. Main results:- minimum environmental impact by reducing the emission of dust up to 90%;- meduction of coating removal material consumption and, hence, disposal up to

90%;- manpower reduction up to 70% and improvement of working conditions, security

and worker health.

Env i ronment -F r iend ly and Cost -e f fec t i ve

Techno logy fo r Coat ing Remova l

206


Title : Environment-Friendly and Cost-Effective Technology for Coating Removal

Acronym: EFTCoR

Contract N°: NA

Proposal N°: GRD 2-2001-50004

Total Cost : NA

EU Contribution: NA

Starting Date: NA

Duration: 36 months

Scientific Coordinator : Juan Pablo MOLINAOrganisation: IZAR CARENAS

CTRA. DE LA ALGAMECAE-30205 CARTAGENA

Contact: Juan Pablo Molina Tel: +34 968 128342Fax: +34 968 128399





Izar Construcciones Navales, S.A. IZAR EIndustrial de Acabados, S.A. INDASA EEder Strahltechnik Gesellschaft, m.b.H. EDER AHempel’s Marine Paints A/S HEMPEL DKUniversidad Politécnica de Madrid UPM-ELAI EBYG Systems LTD BYG UKUniversidad Politécnica de Cartagena UPCT-DSIE EIAPETOS, S.A. IAPETOS ELLISNAVE-Staleiros Navais, S.A. LISNAVE PDoulopoulous Shipyards LTD DOSH EL

207




Project ObjectivesThe project’s strategic aim is the recovery of competitiveness of European shipbuilding,making it possible for the industrial use of laser welding of ship structures. Importantbenefits (6-8% of the hull fabrication costs) are expected, with positive impact toemployment.Technical achievements aim at overcoming some of the barriers that exist for the laserwelding in shipbuilding. These are the high plant costs, and their typical inflexibilitybecause of mirror beam transmission. YAG laser-based systems with fibre optical cabletransmission can solve the problem.Low-cost, versatile, safe laser welding is the project’s target. Improved knowledge ofthe YAG welding of medium/high thickness plates is expected, with the solution of theproblem of safe use of YAG laser in the shops, the realisation of a welding head withnew, compact configuration, of the process control system and the welding plantprototype.

Description of the workThe research activity, starting from the end-users’ needs detailed definition, addressessolutions of the following problems, corresponding to task development:- the welding problem with the design analysis focused on the structural details, the

research and tests of the welding parameters for YAG laser welding, with the studyof a solidification flaw index;

- the safety problem, with the investigation of a prototype safety device, with thestudy of the material behaviour/absorption of the YAG laser radiation;

- the critical plant components, relevant to an innovative welding head and a processmonitoring system;

- the implementation of a prototype plant and its tests in the end-user shops for thefabrication of ship hull parts with the assessment of the YAG laser technologysuitability in shipbuilding.

The scientific research results relevant to laser welding will be validated byclassification societies, in view of their inclusion in the European Guidelines.

Expected resultsMain milestones are: - welding procedure database;- solidification flaw steel index;- welding head prototype construction;- safety devices construction;- control system;- welding plant prototype;- considerations for guidelines related to YAG laser steel welds.Important pre-normative and technical achievements for the practical exploitation oflaser welding in the yards are expected.Benefits are expected in employment in the shipbuilding sector, environment andworking conditions.

Shipbu i ld ing Low Cost , Versat i le and Safe

Weld ing by Yag Laser App l ica t ion

208


Title : Shipbuilding Low Cost, Versatile and Safe Welding by Yag Laser Application

Acronym: SHIPYAG

Contract N°: G3RD-CP-2000-00251

Proposal N°: GRD1-10486

Total Cost : €4 070 640



Duration: 36 months

Scientific Coordinator : Luciano MANZONOrganisation: FINCANTIERI – CANTIERI NAVALI ITALIANI S.P.A.

V. GENOVA 1I-34121 TRIESTE

Contact: Luciano MANZONTel: +39 040 3192455Fax: +39 040 3192443





Odense Steel Shipyard Ltd OSS DKForce Technology ( ex Force Institute ) FOR DKThe Welding Institute TWI UKCentro di Ricerche Fiat CRF INational Technical University of Athens NTUA ELBisiach & Carrù BIS IHaas-Laser GmbH &Co. KG HAAS DLloyd’s Register Lloyd’s UKRegistro Navale Italiano RINA IIntelligent Welding Automation IWA DKFincantieri – Cantieri Navali Italiani S.p.A. FINCANTIERI I

209




Project ObjectivesThe shipping market shows a strong industrial need for ships with high efficiencycombined with low levels of propeller-induced noise and vibrations. The maximumpower for single-screw ships has grown from more than 80 MW. The speed of the shipsand therefore the loading on the propeller has increased. Additional limitations in draftmake the inflow to the propeller inhomogeneous and therefore the danger ofcavitation increases. Cavitation can cause erosion resulting in severe material damageswith negative consequences like damages to rudders, appendages and propellerswhich may end even in a total loss of propeller blades, excessive vibrations and loss ofefficiency which will increase the impact of emissions on atmospheric pollution. Themain objective of the project is the improvement of the prediction methods forcavitation-induced erosion, and the development of a practical tool to assess the risk oferosion on ship propellers and rudders in an early design stage.

Description of the workWithin the project, new and improved methods to predict the occurrence of erosion onship propellers need to be developed. The main tasks are:- to gather data on cases in which erosion was encountered at full scale; - to select ships with erosion damages and perform the full-scale measurements;- to develop the knowledge about the mechanism of cavitation-induced erosion;- to extend the existing method to predict erosion in full scale by modeling the

involved mechanisms;- to develop improved experimental test procedures for the prediction of cavitation-

induced erosion;- to reproduce in model scale the eroded zones on the propeller blades and rudders

observed in full scale;- to develop a practical procedure; - to improve the design procedures for rudders and propellers.

Expected resultsRealising the new test methods and the new software tools will strongly enhance thecapacity of model basins, of propeller designers, shipyards and ship owners.The results will be:- extensive knowledge of test techniques;- new guidelines for the design of propellers and rudders; - appropriate tools for full-scale testing;- an expert group within EU countries which is most skilled world-wide;- higher standard of propeller production in EU countries.The fallout on the economic side is evident: better propellers and rudders from thecavitation point of view.

Eros ion o f Sh ip Prope l le rs and Rudders – the

In f luence o f Cav i ta t ion on Mater ia l Damages

210


Title : Erosion of Ship Propellers and Rudders – the Influence of Cavitation on MaterialDamages

Acronym: EROCAV



Total Cost : €3 369 960



Duration: 36 months

Scientific Coordinator : Jürgen FRIESCHOrganisation: HAMBURGISCHE SCHIFFBAU VERSUCHSANSTALT GMBH

BRAMFELDER STRASSE 164D-22305 HAMBURG

Contact: Jürgen Friesch Tel: +49 40 6920 3252Fax: +49 40 6920 3345





Hamburgische Schiffbau- Versuchsanstalt GmbH HSVA DBassin d'Essais des Carenes Bassin FChalmers University of Technology Chalmers SGermanischer Lloyd AG GL DShip Design and Research Centre (CTO) CTO PLJohn Crane Lips LIPS NLLloyd's Register Lloyd's UKMaritime Research Institute of Netherlands MARIN NLMecklenburger Metallguss GmbH MMG DSSPA Sweden AB SSPA SWalleniusrederierna AB Wallenius S

211


new propulsion concepts


Project ObjectivesFASTPOD is an RTD project to fit the research objectives of ‘Development of CriticalMarine Technologies’. The ultimate goal of the project, within the overall objectives ofthe Competitive and Sustainable Growth Programme, is to improve complex vessel andplatform production through the development and application of a new technology.The specific objective of the project is to combine and extrapolate the existingEuropean grown knowledge on ‘large and fast ships’ and ‘pod drives’ to develop afuture design technology for fast commercial ships driven by pods. The limits, benefitsand risks of this new technology will be demonstrated through design case studies. Thevital issues of overall cost effectiveness, safety and reduced environmental impact willbe rigorously assessed and recommendations will be made for the new technologyregarding these issues as well as the effective implementation.

Description of the workThe project involves the design and validation of three commercial fast ships includinga Ropax, a cargo ship and an advanced platform; all having the highest speedtechnologically feasible with pod drives. The technical objectives will be achieved infive interrelated work packages (WP) dedicated to: - concept exploration (WP1);- hydrodynamic design (WP2); - engineering design regarding the structural aspects and electric propulsion

technology (WP3); - operational and economical aspects (WP4); - technology validation (WP5);- coordination and management of the project (WP0).WP1, WP2 and WP3 involve concept and preliminary design work using state-of-the-artnumerical and experimental methods with specific emphasis on the optimisation ofthese designs for overall efficiency, safety and reduced environmental impact. WP4evaluates the performance of the designs in terms of powering, seakeeping andmanoeuvring in service as well as an overall cost evaluation. Information obtained inthese work packages is consolidated in WP5 for the validation of the fast pod designtechnology.

Expected resultsThe deliverables of the project are the design studies of the three fast pod-driven shipsand the validation of the associated design technology. The deliverables will alsoaddress social needs by focusing on higher transport efficiency, improved safety andenvironmental protection and thus contribute to the enhancement of the quality of lifein the community. The expected results will improve the long-term competitiveness ofthe EU maritime technologies in terms of skills base and higher employment as well asaddressing the future demands of the marine transport market.

FAST Sh ip App l ica t ions fo r POD Dr i ves

212


Title : FAST Ship Applications for POD Drives

Acronym: FASTPOD



Total Cost : €3 972 327



Duration: 36 months

Scientific Coordinator : Professor Mehmet ATLAROrganisation: UNIVERSITY OF NEWCASTLE UPON TYNE

ARMSTRONG BUILDINGUNIVERSITY OF NEWCASTLE UPON TYNEUK-NE1 7RU NEWCASTLE-UPON-TYNE

Contact: Professor Mehmet Atlar Tel: +44 191 222 8977Fax: +44 191 222 5491





University of Newcastle-upon-Tyne – Department of Marine Technology UNEW UKAlstom Chantiers de l’Atlantique CDA FCETENA S.p.A CETENA IShip Design Research Centre CTO PLDeltamarin DM FINFincantierI Cantieri Navali Italiani S.p.A FINCANTIERI IStocznia Gdynia S.A. SGSA PLHamburgische Schiffbau – Versuchsanstalt GmbH HSVA DLloyd’s Register Lloyd’s UKPRINCIPIA Marine PRINCIPIA FSSPA Sweden AB SSPA SUniversity of Strathclyde – Ship Stability Research Centre SSRC UKStocznia Szczecinska Porta Holding S.A. SSPH PLStena Rederi AB SRAB STECHNICATOME TA FBAE SYSTEMS Marine BAE UKTechnical Research Centre of Finland VTT FIN

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Project ObjectivesThe overall objectives of the proposed research are, in the long term, a cost-effective,substantial reduction of emissions, noise and vibration from waterborne transport. Theshort- and medium-term objectives are to define the end-users’ demand for theapplication of fuel cells on board ships for both main propulsion and auxiliaryapplications, evaluate safety and operational demands for ships equipped with fuelcells, and to assess both economically and environmentally, the potentials of fuel cellsapplication for waterborne transport. In short, the project objective is to provide, if thepotentials are assessed to be interesting, a roadmap for further R&D on FC applicationon ships taking into account, safety, operational, environmental, cost, infrastructureand market aspects.

Description of the workThe work is subdivided into five technical work packages (WPs) and a projectmanagement WP. The technical work packages will include: WP1: synthesis of previous experience and demonstration projects, and to recommendmethods and future demonstration projects;WP2: basic safety and operational requirements for future use of FC systems onboardships. The scope is to develop basic safety and operational requirements for use of FCon board ships; WP3: conceptual design and case ship analysis. The scope is to develop selectedconceptual ship design requirements to fuel cell system integration in ships, includingspecifications based on ship owner requirements, and case ship analysis forbenchmarking of FC technology application in ships; WP4: assessment of infrastructure, energy efficiency, economical and environmentalaspects. The scope is to assess the availability and requirement for infrastructure andsupply chains, and conduct an analysis of the energy efficiency, economic andenvironmental implications; WP5: synthesis and recommendations.The scope is to distillate the project results in a synthesis of open problems and gapsand to develop an RTD action plan to solve these problems. Input from the other workpackages will provide input to a comprehensive summary of the economical andtechnical feasibility and the environmental impact of fuel cells in ships, and to arrangeworkshops with a user group to cross disseminate relevant results and information onFC application in waterborne transport.

Expected resultsAn inventory and state-of-the-art report on EU fuel cells research and applications willbe prepared, and requirements for further development to meet requirements tomarine application developed. A standard for safety and operational requirements formarine fuel cell application will be developed. Conceptual designs, case studies andanalysis to consider infrastructure, economy and environmental impact will beperformed. The R&D needs for the future and proposed marine demonstrators will bedefined.

Fue l Ce l l Techno logy in Sh ips

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Title : Fuel Cell Technology in Ships

Acronym: FC SHIP

Contract N°: NA


Total Cost : €2 540 000


Starting Date: NA

Duration: 24 months

Scientific Coordinator : Nils TELLEOrganisation: NORWEGIAN SHIPOWNERS’ ASSOCIATION

RAADHUSGATEN 25, 1452 VIKANO-0116 OSLO

Contact: Nils TelleTel: +47 22 401500Fax: +47 22 401515





Norwegian Shipowners’ Association NSA NOGermanischer Lloyd AG GL DUniversity of Applied Sciences Hamburg UASHH DUniversity of Strathclyde SU UKNorwegian Marine Technology Research Institute MT NOMTU Friedrichshafen GmbH MTU DTechnische Universiteit Deft DUT NLd’Appolonia S.p.a. DAP IL-B Systemtechnik GmbH LBST DFincantieri- Cantieri Navali Italiani S.p.a. FINCANTIERI IWartsila Corporation WM FINLloyds Register Lloyd’s UKDet Norske Veritas DNV NORINA S.p.a. RINA IUniversità degli Studi di Genova UNIGE IAnsaldo Richerche Srl AFCO INorske Hydro ASA NH NONetherlands Organisation for Applied Scientific Research TNO NLImtech Marine & Industry, R&H Systems BV IMTECH NLKnutsen OAS Shipping A.S. KOAS NOColor Line Marine AS CL NO

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Project ObjectivesOne of the main requirements in today's shipbuilding industry is a highly efficient andquiet operation of ships at relatively high speed or at high power. However, high speedand power increase the risk of vibrations due to cavitation on the propeller blades.Vibrations can also cause structural damage, so the reduction of vibrations is importantfor a wide range of ships. This is a major technological challenge for the shipbuildingindustry and for the propeller designers and manufacturers. With higher speeds and higher power the risk of cavitation has increased. The propellerdesigner has to control the dynamic behaviour of cavitation on the propeller blades inorder to control the hull excitations. Application of modern design tools has led to a higher loading of the blade tips inorder to reduce blade cavitation. However, the resulting tip vortex has also become asource of cavitation. This has led to severe problems in several types of ships, especiallyin cruise ships. In modern designs the tip loading and the structure of the tip vortex area limiting factor in propeller design.

Description of the workThe technical objective is to develop numerical tools for geometry description and CFDcalculations of ship propellers. RANS codes of several participants will be furtherdeveloped in order to calculate the leading edge vortex accurately, both at model andat full-scale Reynolds numbers. Numerical calculations will then be applied to anumber of advanced propeller designs, both in uniform inflow and behind the ship,both at model and full scale. The propellers to be investigated will be a conventionalreference propeller, a highly skewed propeller and a propeller with tip plates.Validation of the computations will take place at model scale (3D PIV and LDV) and atfull scale. The project will finish with an optimisation exercise by industry in order totrain application and to show the value of the tool.

Expected resultsExpected results are:- software codes for the control of the vibrations induced by tip vortex of the

propulsor;- software for the integration of CAD and CFD; - a database with benchmark data for further development of CFD tools in industry;- new propulsors such as the tip-plated propeller; - an industrial network for the application of CFD in industry.

Pred ic t ion o f Lead ing Edge and Tip F low

fo r the Des ign o f Qu ie t and E f f ic ien t

Screw Prope l le rs

216


Title : Prediction Of Leading Edge And Tip Flow For The Design Of Quiet And EfficientScrew Propellers

Acronym: LEADING EDGE


Proposal N°: GRD-2001-50105

Total Cost : €3 610 897


Starting Date: second half 2002

Duration: 36 months

Scientific Coordinator : Dr G. KUIPEROrganisation: MARIN

HAAGSTEEG 2, PO BOX 28NL-6700AA WAGENINGEN

Contact: G. Kuiper Tel: +31 317 493273Fax: +31 317 493245





Maritime Research Institute Netherlands MARIN NLSSPA Sweden AB SSPA STechnical University Denmark DTU DKChalmers University of Technolology CHALMERS SFLOWTECH International AB FLOWTECH SIzar Construcciones Navales S.A. IZAR ETechnical Research Center of Finland VTT FINLips United BV. LIPS NLHamburgische Schiffbauversuchsanstalt HSVA DStichting Nationaal Lucht en Ruimtevaartlaboratorium NLR NLStiftelsen for Industriell og Teknisk Forskning ved Norges Tekniske Hoegskole SINTEF NOCETENA S.p.A. CETENA IHelsinki University of Technology HUT FINFincantier i- Cantieri Navali Italiani S.p.A. FINCANTIERI IShip Design and Research Center CTO PL

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Project ObjectivesThe LIFETIME project considers the problem of large marine engine performancedegradation and emissions increase in time. This problem is compounded by the factthat a conventional marine engine has optimum matching fixed at a certain operatingload point. A significant portion of the engine operation may be in other operatingregions leading to increased fuel consumption and exhaust emission levels.The objectives of the LIFETIME project are:- to establish a set of correlations between performance, emissions and engine

operating parameters, applicable to a wide variety of direct drive marine engines;- to develop prototype control systems including the correlations above, able to

optimise engine performance based on usually measured operating and externalparameters, with emissions level as an optimisation constraint.

Description of the workA series of testbed experiments and onboard measurements will be conducted. Engineand turbocharger performance degradation during its lifetime will be investigated andengine simulation models will be appropriately calibrated using the experimental data.Specific engine simulation cases of powerplant operation will be studied and theresults will be used to determine the effect of the various engine operating parameterson performance and emissions level and to establish sets of related correlations. An appropriate control system, using the produced set of correlations and givingchoices of several operating modes for an ‘intelligent’ marine engine (with electroniccontrol of valve timing and fuel injection) will be built. A performance / emissionsobserver system (‘NOx-BOX’) for conventional marine engines using an appropriatelycalibrated combustion and emissions prediction model will also be developed. Bothsystems will be installed onboard ships for testing and calibration.

Expected resultsThe outcome of the project in terms of technical achievements will be:- to develop and build an integrated engine control system, incorporating the

developed schemes and algorithms for optimum performance under the constraintof acceptable emission levels;

- to develop and build an electronic engine performance/emissions observer (NOx-BOX), allowing for online assessment of exhaust emission levels, based only onusually measured engine operating parameters.

Low In Fue l and Emiss ions Two-st roke

In te l l igent Mar ine Eng ine

218


Title : Low In Fuel and Emissions Two-stroke Intelligent Marine Engine

Acronym: LIFETIME



Total Cost : €3 354 985



Duration: 36 months

Scientific Coordinator : Professor Nikolaos P. KYRTATOSOrganisation: DANAOS SHIPPING CO.

57 AKTI MIAOULI STREL-18536 PIRAEUS

Contact: Professor Nikolaos P. Kyrtatos Tel: +30 10 772 1119Fax: +30 10 772 1120





DANAOS Shipping Co. Ltd DANAOS ELNational Technical University of Athens /Laboratory of Marine Engineering NTUA/LME ELMAN B&W Diesel A/S MAN B&W DKABB Service A/S ABB DKGermanischer Lloyd AG GL DHapag-Lloyd Container Linie GmbH HL DGreek CIMAC Association GCA EL

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Project ObjectivesThe general objective of the project is to deliver all data for the elaboration of guide-lines, necessary for design and operation of efficient pod propulsion systems. There willbe systematised recommendations for any hull form design, giving not only the bestprospects for efficient pod propulsion installations, but as far as possible resistance,manoeuvring, and seakeeping characteristics, as well as comfort on board, andoperational performances, for high levels of safety and quality of life on board andaround the vessel.Economic and safety aspects will be combined, for giving all useful elements foroptimisation of hull structure, machinery and general arrangement of the vessel.Finally, the study will provide pod designers and users with means to search the bestcompromises in each practical ship and market case.

Description of the workThe project is organised in nine work packages: six technical ones covering design andoperation of pods, one for technical/economical aspects, one for collecting theelements leading to guidelines, and one for management and coordination. Workincludes many calculations, simulations, and model tests, with parametric variationsfor exploration of physical phenomena and influence of principal variables. Four vesselswere selected for supporting the study: a cruiser, a Ro-Ro passenger ship, a cargo shipand a supply vessel.The hydrodynamic part includes design of the vessels, calculations and model tests forprediction of propulsive performances, and comparison with conventional versions.Safety and risk analysis is oriented towards manoeuvrability since many new featuresneed to be understood. A formal safety analysis was done. Structural safety is focusedon critical situations, damaged stability and survivability. Environment impact studiesinclude prediction of wave wash. Seakeeping behaviour of ships is also studied.Management of the ships are compared between conventional and podded-drive ships.Evaluation of economic interest and benefits of conventional and pod versions is doneincluding the influence of pod propulsion on general arrangement.

Expected resultsThe project is based on four ships of different types. The results in terms of method-ology, reference values and guidelines will be used from one ship to another. All information and elements collected during the project will be organised inguidelines for exploitation of the results by all parties, in design, building andoperation of the podded-drive vessels of all types and dimensions.

Opt imal Des ign and Implementa t ion o f

Az imuth ing Pods fo r the Safe and E f f ic ien t

Propu ls ion o f Sh ips

220


Title : Optimal Design and Implementation of Azimuthing Pods for the Safe and EfficientPropulsion of Ships

Acronym: OPTIPOD



Total Cost : €5 028 709



Duration: 36 months

Scientific Coordinator : Roger LEPEIXOrganisation: CHANTIERS DE L’ATLANTIQUE

AVENUE BOURDELLE B.P. 61775F-44617 SAINT-NAZAIRE CEDEX

Contact: Roger Lepeix Tel: +33 2 51 10 9478Fax: +33 2 51 10 4957





Alstom Chantiers de l’Atlantique SA CDA FSSPA Maritime Consulting AB SSPA SHamburgische Schiffbau VersuchAnstalt HSVA DKockums Engineering AB KEAB SUniversity of Newcastle upon Tyne UNew UKDeltamarin Ltd Deltamarin FINRolls Royce AB RR SSSRC – University of Strathclyde SSRC UKShip Design and Research Centre CTO PLStocznia Gdynia S.A. Gdynia PLViking Line ABP VL FINVTT – Technical Research Centre of Finland VTT FINColor Line Marine AS CL NOSirehna SIREHNA F

221




Project ObjectivesThe PODS IN SERVICE project is aiming at the safety and reliability of podded propul-sors under service conditions. The concept of azimuthing submerged electrically-driven pull propellers has been swiftly accepted by the shipping industry because oftheir advantages in manoeuvring, comfort, economy and ship construction. Not onlyare pods applied to almost every new cruise liner and ferry, also the size of the podshas grown dramatically with units up to 20 MWatt.As prime movers the pods are crucial for the economy and safety of ship, passengers,crew, cargo and environment. Although the development of the pod is based onexperience with azimuthing thrusters used for tugs, inland vessels and offshorestructures and each manufacturer has conducted laboratory test campaigns,experience with the performance of pods under actual working conditions is stilllimited. In particular the loads experienced by the pod structure, the propellers and theship hull around the pod are unknown. For these reasons safety authorities, classsocieties, owners, shipyards and pod manufacturers have a strong interest to gatherknowledge in these areas.

Description of the workThe PODS IN SERVICE project comprises the following tasks:- monitoring campaign on board three vessels during service including extreme

events such as crash stops and storm conditions. These vessels are the ice-breakingsupplier MSV Botnica equipped with azipods, cruise vessel GTV Radiance of the Seasdriven by azipods and cruise vessel GTS Summit powered by Mermaid pods;

- analysis of the monitoring data. Both long-term statistical analysis and short-termdeterministic analysis of the measured signals are conducted in relation to theenvironmental conditions, engine settings and ship parameters;

- modelling of observed new phenomena;- method development; comparison of data with design and Class Society

certification methods;- evaluation.

Expected results- the PODS IN SERVICE project will provide a consistent data set of loads on podded

propulsors under service conditions. From this data both extreme loads on pod andhull as well as the fatigue loads will be derived;

- identified critical design and certification conditions;- a comparison between the measured results and those obtained from existing

design and certification calculation methods will be provided.

Safe ty and Re l iab i l i ty o f Podded Propu lsors

in Serv ice Cond i t ions

222


Title : Safety and Reliability of Podded Propulsors in Service Conditions

Acronym: PODS IN SERVICE



Total Cost : €1 901 082



Duration: 36 months

Scientific Coordinator : Henk VAN DEN BOOMOrganisation: MARIN

PO BOX 28NL-6700 AA WAGENINGEN

Contact: Henk van den Boom Tel: +31 317 493353Fax: +31 317 493209





Maritime Research Inst. Netherlands MARIN NLABB Azipod Oy ABB FINRolls Royce Kamewa Kamewa SMeyerwerft Meyerwerft DLloyd’s Register Lloyd’s UKVTT Manufacturing Technology VTT FINAlstom Chantiers de l’Atlantique CDA F

223




Project ObjectivesThe principal objective of the SMOKERMEN project is to achieve a reduction in smokeemissions of marine diesel engines to below the visible limit for all engine operatingconditions on board ships. This will be achieved by developing systems to continuouslysupply an adequate amount of combustion air to the engine. The proposed systems willprovide external air and accelerate the engine turbocharger, thus improving the aircharge. These new systems must be appropriately controlled and will be designed formarine engine application. Thus, a new engine controller must be developed. The finalobjective of the project is to install prototype systems on a marine diesel engine and toverify the applicability of the concept and the performance of each system as well as oftheir combination.

Description of the workThe objective of reducing smoke emissions in marine diesel engines in all operatingconditions will be achieved by developing prototype systems to continuously provideenough charge air to burn the fuel injected, from very low engine loads, during thetransient load increase, up to high loads.Two prototype systems will be developed:- external airblast to provide additional combustion air and rapidly accelerate the

turbocharger at the very first instances of an engine transient;- advanced controllable pulse turbocharging system for rapid energy take-up by the

turbine till the end of the engine transient.The prototype systems and the respective electronic control systems for the tandemoperation of the two systems will be installed on a marine diesel engine on a testbed.An experimental assessment of the performance of each individual system, as well as oftheir combination, against the objective of smoke emissions reduction, will concludethe project.

Expected resultsThe expected result of the SMOKERMEN project is a reduction in smoke emissions ofmarine diesel engines to below the visible limit for all engine operating conditions.Two prototype systems will be developed, to provide a continuous adequate supply ofcombustion air to the engine. These prototypes and their control system will beinstalled on a marine engine operating with typical loading profiles and the objectiveof ‘no visible smoke at all operating conditions’ will be verified experimentally.

Smoke Emiss ions Reduct ion in Mar ine Eng ines

224


Title : Smoke Emissions Reduction in Marine Engines

Acronym: SMOKERMEN



Total Cost : €2 639 239



Duration: 36 months

Scientific Coordinator : Professor Nikolaos P. KYRTATOSOrganisation: GREEK CIMAC ASSOCIATION

PO BOX 64033IROON POLYTECHNIOU 9 STR., BUILDING LAMBDA / A3EL-15710 ZOGRAFOS

Contact: Professor Nikolaos P. Kyrtatos Tel: +30 10 772 1119Fax: +30 10 772 1120





Greek CIMAC Association GCA ELABB Turbo Systems Ltd ABB CHWOODWARD Governor Nederland B.V. WGNL NLNational Technical University of Athens / Laboratory of Marine Engineering NTUA/LME ELGermanischer Lloyd AG GL D

225




Project ObjectivesThe STID project is innovative in two respects:- in improving engine efficiency by utilising low temperature energy;- in reducing emissions (NOx and soot) by introducing steam in the combustion

chamber.Injection of high-pressure steam into a combustion engine will realise a combinedDiesel-Rankine engine. The internal combustion engine and Rankine processes work inparallel in the same cylinder, allowing for a higher power output. Emissions of NOx willbe reduced mainly through reduced process temperature and oxygen concentration ofthe charge. Soot emissions are lowered as a consequence of the increased in-cylinderturbulence.

Description of the workThe STID engine requires a massive steam injection in the range of 2.5-3 times the massof fuel. The degree of changes to the combustion process introduced will be evaluatedin full chemistry modelling of diesel spray combustion and combustion rigexperiments. Additionally, system simulation of the complete STID propulsion system isongoing.A steam system for full-scale engine tests including equipment for high-pressure steamgeneration, transportation and injection, has been designed and built. The system iscertified for extreme pressures and temperatures. A general design study of the STIDengine has served as input for redesign of engine components to facilitate high-pressure steam injection. Full-scale engine tests will be performed on a medium speeddiesel engine at Wärtsiläs engine factory in Vasa, Finland in autumn 2002.

Expected resultsSimulations and initial rig tests indicate that steam should be injected close to TDC, andthat the steam injection will lead to large non-uniformities of the steam distribution.Hence the steam should be injected tangentially in the cylinder preventing majorincreases in ignition delay and reduced efficiency of combustion. Tangential injection ispreferred from an engine efficiency point of view, and will also result in significantreductions of NOx emissions. However, the impact on emissions appears to be less thaninitial analysis showed.Engine tests have been performed to explore the potential of low-pressure steaminjection on emissions of NOx and soot, and to verify the performance of the steamsystem at less extreme conditions. NOx emissions could be reduced by 50% without anyeffect on fuel consumption or other emissions by steam injection during the intakestroke. Even at 70% NOx reduction, emissions of other species were acceptable.

Steam In jec t ion D iese l Eng ine

226


Title : Steam Injection Diesel Engine

Acronym: STID



Total Cost : €1 840 000



Duration: 36 months

Scientific Coordinator : Per Magne EINANGOrganisation: MARINTEK

PO BOX VALENTINLYSTNO-7000 TRONDHEIM

Contact: Per Magne EinangTel: +47 7359 5706Fax: +47 7359 5776





Norwegian Marine Technology Research Institute MARINTEK NOWärtsilä Technology OyAb Wärtsilä FINChalmers University of Technology Chalmers SNorwegian University of Science and Technology NTNU NO

227




Project ObjectivesThe socio-economic issue addressed is the waterborne transportation of passengers,cars and cargo in European coastal areas. In view of the increasing demand fortransport, the increasing congestion of the roads, the promotion of intermodaltransport and sustainable mobility of passengers and cargo, there is a growing need forfast and large ships. The crucial issue here is the availability of low weight shipstructures. The main objective of FasdHTS-project therefore, is the reduction of shipweight by the application of very high tensile steel with a yield stress of 690 MPa.In the project, new structural concepts are developed, of which the structural integrityis assessed by direct calculation methods and experimental validation. This requiresexplicit consideration of the failure mechanisms as fatigue and buckling.

Description of the workIn the project six work packages have been formulated. In the first work package, newstructural concepts for ships have been established and a design has been made of atarget ship (mono hull) with length of 220 m and a service speed of 50 knots. From thistarget ship critical areas have been derived for further consideration of the structuralintegrity (work package 2). A description is given of the necessary tools and proceduresfor analysis of the fatigue, buckling and corrosion. Work package 3 is focused on thefabrication aspects as reduction of misalignments, shape of structural details andwelding. Work packages 4 and 5 deal with the experimental verification of structuralsolutions for low weight structures. The shipyards will make the necessary specimens.The last work package is dedicated to the classification and consolidation of the newstructural concepts and the developed direct calculation techniques for fatigue andbuckling analysis.

Expected resultsIn addition to strength problems one has to deal with stiffness problems as well. Theseare vibration problems due to the water jets, whipping by slamming and springing byincoming head waves. The FasdHTS-project will provide design rules for the application of HTS 690 in shipsand the procedures for the integrity assessment with direct calculation methods.Furthermore, the project will establish guidelines for the best practice of fabricationtechniques and guidelines for maintenance and survey of advanced structures.

High Tens i le Stee l 690 in Fast Sh ip St ruc tu res

228


Title : High Tensile Steel 690 in Fast Ship Structures

Acronym: FasdHTS



Total Cost : €3 233 000



Duration: 48 months

Scientific Coordinator : Gerard T.M. JANSSENOrganisation: TNO

SCHOEMAKERSTRAAT 97NL-PO BOX 49, NL-2600 AA DELFT

Contact: Gerard T. M. Janssen Tel: +31 15 269 5364Fax: +31 15 269 5399





Netherlands Organisation for Applied Scientific Research TNO NLÅF Industriteknik AB ÅF-I SAlstom Chantiers de l’Atlantique SA CDA FFlensburger Schiffbau-Gesellschaft mbH&Co.KG FSG DVan der Giessen-De Noord Shipbuilding Division BV GN NLLisnave Estaleiros Navais SA LISN PRoyal Schelde Group BV RS NLAG der Dillinger Hüttenwerke DH DBureau Veritas SA BV FGermanischer Lloyd AG GL DChalmers University of Technology Chalmers SInstituto Superior Téchnico IST PTechnical University Hamburg-Harburg TUHH D

229


new materials


Project ObjectivesSANDWICH aims to develop novel metal-composite lightweight sandwich panels forload-carrying structures in ships and land transport by combining a laser-welded steelstructure with different types of cores. The excellent properties those modularsandwich panels will have compared to conventional stiffened plates are:- weight reduction up to 50%;- 50% less space consumption;- improved noise and vibration damping;- enhanced fire safety and heat insulation;- significantly improved crash resistance;- reduction of manufacturing cost by accurate pre-manufacturing;- easy and fast assembly;- flexible use through modular solutions for panels and joints.

Description of the workStarting from a requirements definition and risk analysis for applications of SANDWICHpanels in shipbuilding, ship equipment, railway and automotive applications, designshave been developed for panels, structural connections, attachments, integratedfunctional units and prototype solutions. Multidisciplinary optimisation criteria as wellas initial design and acceptance criteria have been defined. Test specimens andprototypes have been manufactured. Rules for design for efficient production andassembly have been specified. In an extended testing phase the product propertieshave been determined to define the failure mechanisms and verify the designalgorithms. Thus approved design algorithms will be implemented into the SANDWICHdesign tool which will be also available via the Internet to make it easily accessible fora wide range of users / customers.

Expected resultsSANDWICH will deliver:- a new generation of lightweight products for both land and marine vehicles based

on cored sandwich panels;- the SANDWICH design tool to assist optimum design of sandwich panels, joints and

functional units;- a sound material behaviour and operational properties database filled through

intensive small- and large-scale testing of advanced sandwich panels;- design catalogue including design guidelines for type approval of products after the

project end; - specimens and prototypes.SANDWICH products are applicable to non-transport industries such as building andconstruction industry and mechanical engineering.

Advanced Composi te Sandwich St ruc tu res

230


Title : Advanced Composite Sandwich Structures

Acronym: SANDWICH



Total Cost : €3 777 709



Duration: 39 months

Scientific Coordinator : Dr Frank ROLANDOrganisation: JOS. L. MEYER

PO BOX 1555INDUSTRIEGEBIET SÜDD-26855 PAPENBURG

Contact: Dr Frank Roland Tel: +49 4961 814 617Fax: +49 4961 814 497





Jos L. Meyer JLM DMACOR Neptun GmbH MACOR DJünger GmbH Transport und Entsorgungstechnik Jünger DINFERT GmbH INFERT DCETEC Consultancy Engineering & Technology Ltd. CETEC UKKungl Tekniska Högskolan KTH STXT e-solutions S.P.A TXT IHelsinki University of Technology HUT FINTNO Building and Construction Research TNO NLTechnikal University of Gdansk – Faculty of Ocean Engineering and Ship Technology TUG PLTalgo OY Talgo FINDet Norske Veritas AS DNV NONAS extension member: Riga Technical University RTU LV

Plus the SANDWICH User Group with 11 members from 7 countries

231


new materials


Project ObjectivesIn Europe, due to restricted space in ports, freight terminals cannot cope with thevolume of traffic caused by the increasing amounts of equipment required by shippinglines (i.e. 4 berth cranes). One alternative, a permanent site with all facilities requiredin an urban site, will create huge traffic problems. The solution is an inland depot (dryport) located in a peripheral site, well served by regional and international railway, roadand/or inland waterways. This inland depot must also be connected to the port,reducing the port’s role as sole route for freight and storage traffic. The two spaces ofthis new split terminal could be easily linked by a dedicated rail track (new or existing),while an automated transfer system would meet the requirements of a high-performance terminal.

Description of the workThe work program for ASAPP ONE consists of developing a transfer system with a newdesign of motorised wagon based on some ASAPP (automated shuttle for augmentedport performances) solutions, but having innovative and enhanced performances,especially in on-board and general control systems, devoted to operation conditionsand able to maximise the path use (the distance being 5 to 50 km) utilising existing ornew rail tracks. The performance of the shuttle must be the following:- able to run as a single shuttle to the ‘max allowable speed’ (the maximum speed vs.

the dynamic distance toward the preceding shuttle); - able to run in ‘virtual convoy mode’ with a new concept proximity control able to

provide a 1.5 m gap without mechanical links; - able to join a convoy or move from it; - able to run on train rail tracks in addition to the ASAPP features (solid rubber

wheels); - able to transport up to 6 TEUs (3x2 high). The structure of the project and the project work follow the traditional procedure andstarts with functional specification (logistic requirements and general architecture)followed by the development of each subsystem: - line management system (tested in performances with a virtual split terminal

simulator); - shuttle ‘improved version one’ design, construction and set-up with twin wheels for

flat surfaces and rail tracks; - shuttle onboard control system with shuttle-to-shuttle proximity adaptative control

system; - local traffic control and field sensor system for front end and swap point control. It

comes up after integration and final validation tests with concrete recommen-dations for the exploitation of the results.

Expected resultsThe main project output are expected to be: - the establishment of one full-scale prototype shuttle to be used in connection with

the actual ASAPP for the behaviour tests; - the sensor system, hardware and research; - the application program for the line management system and related research; - the split terminal virtual system (simulation) to validate the performances by means

of case studies.The expected timing for exploitation of these results is three to five years after the endof the research contract.

In te l l igent Shut t le F lee t Connect ing a Sp l i t

Conta iner Sto rage Area fo r In te rmodal

Opera t ion Improvement

232


Title : Intelligent Shuttle Fleet Connecting a Split Container Storage Area for IntermodalOperation Improvement

Acronym: ASAPP ONE



Total Cost : €3 210 398



Duration: 30 months

Scientific Coordinator : Jean Claude DELLINGEROrganisation: TECHNICATOME

17 CENTRE D’ETUDE DE SACLAYF-91192 GIF-SUR-YVETTE

Contact: Jean Claude DellingerTel: +33 169 33 81 53Fax: +33 169 33 80 12


EC Officer: Joost de BockTel: +32 2 296 90 98



Fantuzzi Reggiane SpA FANREG.TCA ITechnicatome SA Technic FIkerlan Ltda Ikerlan.ce ENoell CRANE systems GmbH NCS DSciro S.r.l. Sciro ISuditalia Terminal Operator S.r.l. (STO) STO IEcosita S.A. ECOSITA FSalerno Container Terminal SpA SALCONT.YM I

233


port interface concepts


Project ObjectivesCargoSpeed is an innovative technology for the transfer of standard semi-trailersbetween rail and road in combined transport. It introduces the idea of roll-on/roll-offto rail freight. The common technique today is a lift-on/lift-off operation where semi-trailers are transferred vertically onto pocket-type rail wagons. This technique has aneconomic break-even point of about 600 km compared to road freight. Requiringspecial liftable equipment the transport of semi-trailers in combined transport issteadily losing ground against direct road haulage that even further increases the loadon European motorways. It is estimated that road congestion costs the combinedeconomies of the EU some 2% of their GDP.CargoSpeed has been initiated to address these problems. It aims at bringing the 600km-threshold of conventional semi-trailer handling down to 300 km by minimising thetime intermodal trains spend in terminals, thereby reducing the total systems costs.

Description of the workThe CargoSpeed system will have the capability to exchange standard semi-trailersbetween rail and road in a space-saving dedicated terminal. The exchange is achievedby small pop-up mechanisms located centrally between the rails at mid-length of therailway wagons. Designed to handle up to 30 trailers at the same time the system willprovide operational flexibility by allowing random access to individual trailers, therebyenabling bus-stop type operations along the route of point-to-point CargoSpeed links. Overall cost savings of about 30% shall be achievable by improving the efficiency of thetrailer handling, by accommodating standard non-liftable semi-trailers and byincreasing the performance of the CargoSpeed rolling stock due to shorter terminalhandling time of the trains. The project includes the overall systems and terminal design (including a simulation),the development and testing of prototypes of wagon and transfer mechanism, a studyto show the marketability of the system and dissemination activities.

Expected resultsBased on interim results the CargoSpeed-system achieves considerable cost savings. Itprovides terminal handling some 19% cheaper per trailer than the conventional tech-nology. The terminal design proposes a single working track providing a capacity of atleast 200 000 semi-trailers per year. Further cost reductions are to be expectedstemming from the usage of standard equipment and the higher productivity of therolling stock. Recent contacts within the industry resulted in positive feedbacks.

Cargo Ra i l Road In te rchange a t Speed

234


Title : Cargo Rail Road Interchange at Speed

Acronym: CargoSpeed


Proposal N°: NA

Total Cost : €1 808 780



Duration: 30 months

Scientific Coordinator : Dr Lars STEMMLEROrganisation: BLG CONSULT GMBH

PO BOX 28 61 53D-28361 BREMEN

Contact: Dr. Lars Stemmler Tel: +49 421 398 3694Fax: +49 421 398 3698





Advanced Railway Research Centre ARRC UKBLG Consult GmbH BLG C DCostaferroviaria S.p.A. Costa IWarbreck Engineering and Drydock Comp. WE UKPLEIAS Informatics & Communications Pleias EL

235




Project ObjectivesTOHPIC aims to:- optimise the interface between high speed craft (HSC) and port;- achieve faster turn-around times and less intermediate storage time;- increase efficiency, safety and environment consciousness.This will give economic advantages both to the ship operator and the port throughimproved goods flow, less need for additional terminal area, less fuel consumption andbetter usage of the HSC fleet. The focus is on vessels for combined passenger and goodtransport, both catamaran and mono-hull HSC.To obtain the results TOHPIC will optimise the:- manoeuvrability during approach/departure operations and during manoeuvring in

port waters (which will improve the turn-around time, provide a safe, fast and effi-cient service and guarantee a better protection of passengers and the surroundingtraffic);

- interface between the HSC and the port in berth design to achieve safer and moreefficient approach and mooring or unmooring;

- logistics solutions for all transport on and off the HSC.

Description of the workThe work comprises six parts:- ship to shore operation, develop methodology for HSC in port environment

including analysis of wash wave generation, increasing safety and efficiency byimprovement of manoeuvring and route planning;

- shore to ship interface and port infrastructure, identifying and developingtechniques enhancing efficiency in the interface between the port terminal and theHSC, with physical flow of objects and terminal layout optimised;

- risks and environmental impact, identifying the main risks, financial costs andenvironmental impacts, induced by the present HSC in port and assessing the newsolutions proposed;

- tools for advanced visualisation and evaluation, using model tests and developedmathematical models, creating a simulator tool including visualisation;

- case studies and validation, performing a test of methodology on three case studyports. The actual situation and suggested improvement will be modelled and theachievements evaluated;

- exploitation and dissemination

Expected resultsThe main exploitable outcome is a software tool, which creates a visual and simulatedscenario from the proposed improvements and design ideas. It will be used to evaluateand optimise the different solutions for a specific port or ship operator. The realverification will be performed in three case study ports: Dublin, Nice and Barcelona.The circumstances before and after the proposed changes will be evaluated. Guidelinesfor ports, ship operators and authorities will also be produced.

Too ls to Opt imise H igh Speed Cra f t to Por t

In te r face Concepts

236


Title : Tools to Optimise High Speed Craft to Port Interface Concepts

Acronym: TOHPIC



Total Cost : €3 122 235



Duration: 36 months

Scientific Coordinator : Dr Peter GRUNDEVIKOrganisation: SSPA SWEDEN AB

PO BOX 24001S-400 22 GÖTEBORG

Contact: Peter Grundevik Tel: +46 31 772 9015Fax: +46 31 772 9124





SSPA Sweden AB SSPA SCETEMAR SL CETEMAR Ed’Appolonia S.p.A. DAPP ISINDEL Sprl SINDEL IMettle Group METTLE FThe Alliance of Maritime Regonal Interests in Europe AMRIE BUniversity of Glasgow U Glasgow UKInstitut Français de Navigation IFN FMacGREGOR (SWE) AB MacGREGOR SInstituto Superior Técnico IST PStena Line AB Stena Line SDublin Port Company Dublin Port IRLFrench Riviera Chamber of Commerce French RCC FSociété Nationale Maritime Corse-Méditerranée SNCM FPort of Barcelona Port of Barcelona ETrasmediterranea Trasmediterranea E

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Project ObjectivesEC-DOCK aims to provide a system which will help crews manoeuvre and dock a widerange of vessels safely and quickly, minimising the risk of hard landings. In order toaccomplish this the objectives of EC-DOCK are:- modelling the low-speed behaviour of a large range of vessels during harbour

manoeuvres and the docking process;- combining the manoeuvring model and real-time information to accurately predict

the movements of the vessel during docking;- real-time path planning to provide suggested manoeuvres to the crew to dock a

vessel safely;- the design of a human interface which will provide just the right amount of fused

information to dock a vessel safely;- the development of a mooring monitor which will ensure that mooring equipment

is not put under undue strain;- a code of safe practices for mooring equipment;- flexible automatic docking and drift-off countering.

Description of the workThe main project outputs will be:- on-board docking aid;- mooring monitor;- docking simulation;- automatic docking and stabilisation;- code of safe practices.There are five distinct outputs (four technological and one document). They are all soclosely interrelated that it is important that they are all covered by the one projectdealing with docking. The docking aid and the mooring monitor share the underlyinglow-speed manoeuvring model, and predictive abilities of the system. The docking aidand the on-board simulation share everything except for the real-time environmentaland control data. The mooring monitor contains within its rule-based advisory modulethe contents of the code of safe practice. Finally the automatic docking andstabilisation system builds on the docking aid and mooring monitor to complete thefeedback loop.The workplan to ensure the successful development of these systems comprisestechnical work packages covering requirements, specification, design and prototypeimplementation, testing, revised specifications, design and final implementation, finaltest and user evaluation. There is also an administrative work package to ensure thesuccessful management of the project.

Expected resultsThere are seven milestones in the project, relating to the completion of the seventechnical work packages. These milestones correspond to the completion of require-ments, specifications, first prototypes, test and evaluation, revised specifications, finalsystems, and final evaluation. The mid-term milestone corresponds with the availabilityof the first prototypes and includes quantifiable objectives in terms of accuracy andspeed to be met at this point.

Easy Cont ro l led Dock ing

238


Title : Easy Controlled Docking

Acronym: EC-DOCK

Contract N°: NA


Total Cost : €2 999 853


Starting Date: NA

Duration: 36 months


ORLANDO HOUSE, 1 WALDEGRAVE ROADUK-TW11 8LZ TEDDINGTON

Contact: Dr Rory Doyle Tel: +44 208 943 5544Fax: +44 208 977 9304





British Maritime Technology BMT UKSTN Atlas Marine SAM DHaptica HAPTICA IRLLips United BV Lips NLP&O P&O UKBrissonneau et Lotz Marine BLM F

239


systems and on-board equipment integration


Project ObjectivesSEA-AHED has three principal objectives. Firstly, to create systems that will enableshipyards and ship-owners to assess the manoeuvring characteristics of vessels early inthe design process. This will provide a means to address any potential manoeuvringdifficulties at a less costly stage of development. Secondly, SEA-AHED will provide anavigational aid to display the vessel’s current position and predicted position overlaidonto sea charts. The predicted position will use current vessel data (rudder angles,thruster power etc.) and environmental data (wind speed and direction etc.) and will becapable of advising the pilot of potential hazards. Finally, SEA-AHED will develop amanoeuvring training aid that will allow crews to replay previous manoeuvres anddemonstrate the effects of alternate actions on the basis of real environmentalinformation.

Description of the workSEA-AHED consists of several modules, ship model generator, passage simulator,playback station, electronic chart system and manoeuvre predictor. Combined, thesemodules allow SEA-AHED to be used as a design, navigational or training tool. The coreof SEA-AHED is the manoeuvring model that will be employed by the major modules.These modules can use either of the standardised SIMSUP (CTN) and REMBRANDT (BMT)models. The manoeuvring model for the design tool will be created by the ship modelgenerator from hull geometry, propulsion, etc. Models are refined using navigationaland sea trial data recorded by SEA-AHED. The manoeuvre predictor uses ship modelresults with predictor-corrector filters that are being developed to hone estimates ofship’s future position. Following a P&O crew questionnaire the passage simulator,playback station, manoeuvre predictor will be integrated with the electronic chartsystem to display relevant, user-selected information on a single screen.

Expected resultsThe consortium expects that SEA-AHED will be used on half of the European cruisebuilds within a year of completion and hopes to sell SEA-AHED to 50% of Europeancruise ship operators within 18 months for use as a training aid and navigational aid.Towards the end of the project, the possibilities of extending the results to bulk carriers,tankers, container ships, RO-RO vehicle carriers, and fast ferries will be thoroughlyinvestigated.

Simula t ion Env i ronment and Adv isory System

fo r On-Board He lp , and Est imat ion o f

Manoeuvr ing Per fo rmance dur ing Des ign

240


Title : Simulation Environment and Advisory System for On-board Help, and Estimationof Manoeuvring Performance during Design.

Acronym: SEA-AHED

Contract N°: NA


Total Cost : €3 299 732



Duration: 36 months


ORLANDO HOUSE, 1 WALDEGRAVE ROADUK- TW11 8LZ TEDDINGTON

Contact: Dr Rory DoyleTel: +44 208 943 5544Fax: +44 208 977 9304





British Maritime Technology BMT UKSTN Atlas Marine SAM DCETENA S.p.A. CETENA IFincanteiri - Cantieri Navali Italiani Spa FINCANTIERI IP&O P&O UK

241




Project ObjectivesEurope is geographically dominated by about fourteen large regional seas and twooceans. The unique land-sea system needs increasingly interdependent transportconnections for its further economic and social development and integration.Multimode transport chains which connect markets reliably, in time, in a safe andenvironmentally acceptable way are required. This especially holds for EuropeanSEAROUTES, which constitute often more than 50% of a typical European transport line.Precise and real-time data definitions of the now- and forecast status of a particularSEAROUTE, determined by weather and typical European sea conditions, and specificresponses of the ship, are becoming feasible with adapted new technologies. Synoptic,increasingly precise and real-time European satellite data should be used to improvequality and economics of sea-routing for integrated transport telematics.

Description of the workA decision support system will be provided based on state-of-the-art knowledge andtechnology. The system will use now-cast data of weather and sea-state as far aspossible, and is therefore a worthy tool for the ship’s crew and owners in reducing risksand damages. The route optimising tool provides assistance under different eligiblepreferences, i.e. fuel consumption, comfort, punctuality. This is made possible by adetailed knowledge of ship-specific data. Those ship responses are investigated,experimental in towing tank tests and numerical by CFD, for three types of vessels: acontainer carrier for long-distance routes, a fast ferry in midterm distances and a fastmonohull for short sea shipping. The project iwill determine specific vessels and routes,and start numerical calculations on the construction of ship models. The optimisingtool, based on object oriented programming, is also launched and under development.The project will finish with full-scale measurements on different vessels in service.

Expected resultsImproved decision support systems based on now-casts offer more precise and narrowestimated times of arrival. They allow, at the same time, increased safety and well-being at sea, lower fuel consumption and lower emissions. With increased reliability and comfort on sea travelling it is expected to shift some ofthe traffic from the coastal land routes to the sea-routes and to relieve highlyfrequented roads.

Advanced Decision Support for Ship-Routing based

on Full-Scale Ship-Specif ic Responses as well as

Improved Sea and Weather Forecasts including

Synoptic, High Precision and Real-t ime Satell i te Data

242


Title : Advanced Decision Support for Shiprouting based on Full-scale Ship-specificResponses as well as Improved Sea and Weather Forecasts including Synoptic,High Precision and Realtime Satellite Data

Acronym: SEAROUTES



Total Cost : €2 584 796



Duration: 36 months

Scientific Coordinator : Professor Hans AMANNOrganisation: TECHNICAL UNIVERSITY OF BERLIN

STRAßE DES 17. JUNI 135D-10623 BERLIN

Contact: Professor Hans Amann Tel: +49 30 3118 4220Fax: +49 30 3118 4220





Technical Univ. Berlin TUB DCons. Armatori per la Ricerca CONS. A. R. IDANAOS Shipping Co. Ltd DANAOS ELDeutscher Wetterdienst DWD DEur. Cent. Mid.-r. Weather-Forc. ECMWF UKInst. Nac. Engenh. Tecn. Industr. INETI PNat. Tec. Univ. of Athens NTUA ELInstituto de Meteorologia IM PSatellite Observing Syst. LTD SOS UKGKSS Forschungszentr. GmbH GKSS D

243




Project ObjectivesThe main objective of the project is to develop a management and monitoring system(s)using multi-sensor-based measurement and analysis techniques, particularly for criticalfailures in large marine diesel engines and stationary diesel power plants. The systemwill be developed on the basis of continuous measurements made on full-scale engines.The work will focus on: - the mapping of the propagation of acoustic emission (AE) in the engines;- the development of new optimised industrial AE sensor(s);- the reconstitution of spatial time series from the data acquired from the sensor

array;- the use of intelligent signal processing, enabling improved management and

monitoring techniques. The system will be capable of monitoring both engine andoperating parameters.

Description of the workThe basic methodology used in the research programme will be: - to measure the AE signal attenuation frequency characteristics through engine

structures using pulse generators;- to extract information from tests carried out on engines for mapping of AE signals

onto mechanical events, and indication of various engine operating parameters aswell as monitoring condition such as wear and degradation of components;

- to develop optimised industrial AE sensor(s) for application in marine dieselenvironments;

- to develop strategies for deploying arrays of sensors to identify faults and/or runningcondition of engines and enable reconstitution of spatial time series;

- to apply the monitoring and management system(s) developed to in-service engines.A remote monitoring site will be developed which will allow continuous monitoringthroughout the project;

- to build a prototype of the system and subject this to field and testbed trials.

Expected resultsMajor milestones: - the successful mapping of the engines using AE sensor array to enable the

management of engine operating parameters;- the development of an optimised industrial AE sensor(s);- the application of the new technology/sensor arrays to monitoring of large marine

diesel engines. Milestones in the final part of the project correspond to the completion of databases,software, hardware and field demonstrations.

Mar ine Power P lant Management and

Moni to r ing us ing Acoust ic Emiss ion

244


Title : Marine Power Plant Management and Monitoring using Acoustic Emission

Acronym: AE-WATT

Contract N°: NA


Total Cost : €2 855 819



Duration: 36 months

Scientific Coordinator : Peter Buur SVENDSENOrganisation: MAN B&W DIESEL A/S

TEGLHOLMSGADE 41DK-2450 COPENHAGEN SV

Contact: Peter Buur Svendsen Tel: +45 3385 2047Fax: +45 3385 1030





MAN B&W Diesel A/S MBD-DK DKPublic Power Corporation S.A PPC ELEnvirocoustics S.A. ENV ELSensTech Limited SLT UKHeriot Watt University HWU GBTechnical University of Denmark DTU DK

245


assessment of structures and components


Project ObjectivesAs the maritime activity level in European waters is increasing, the importance ofadequate monitoring tools to control the structural integrity of a maritime structure,and thereby the risk of potential breakdown, is increasingly important. Equallyimportant are rational tools that give the ship’s master intelligent guidance on thechoice of speed, course and ballast condition, so that all relevant responses (motions,accelerations, bending moments, stresses etc.) are within acceptable limits. Such toolswill also assist in operating the ship optimally during moderate conditions to reducemotions, fuel consumption and fatigue damage accumulation. It can also provide theowners with information about how the ship has been operated from day to day,reasons for potential cargo damage, fatigue damage status and recent damageaccumulation, as well as documentation of structural status needed for inspectionplanning and towards new owners and authorities.Therefore the motive for the proposed project is twofold; namely to actively supportthe potential for a reduction of risk and injuries, and to arrive at a system for profitableprevention of cost consequences of structural damage, damage to cargo or reducedpassenger comfort caused by excessive motions and accelerations.

Description of the workThe aim of the project is to develop:- intelligent hull monitoring systems for reduced risk of structural failures, spill to the

sea, damage to cargo, and for improved passenger safety and comfort;This will be achieved through development and implementation of- intelligent systems for active direct monitoring of motions, loads, stresses and

accumulation of fatigue damage in maritime structures;- on-board and on-shore systems providing active guidance to the ship master, the

ship operator and to ship owners and owners of other maritime structures.

Expected resultsOnboard monitored data- Present selected processed data on the bridge showing the current situation

Recommend actions to meet specified criteriaMaster to take action to reduce loads or motions

- Record actual accumulated fatigue damageBetter input for planned maintenanceHigher market value of the vessel

- Verify calculation model: Class and designersInput to class rules, dimensionsMore optimised designs, better utilised materialReduced building costLess damages

Reduced risk of structural failures, spill to the sea or damage to cargoImproved passenger safety and comfort Reduced cost

In te l l igent Hu l l Mon i to r ing Systems fo r Reduced

Risk o f S t ruc tu ra l Fa i lu res, Sp i l l to the Sea,

Damage to Cargo, and fo r Improved Passenger

Safe ty and Comfor t

246


Title : Intelligent Hull Monitoring Systems for Reduced Risk of Structural Failures, Spill tothe Sea, Damage to Cargo, and for Improved Passenger Safety and Comfort

Acronym: HULLMON+



Total Cost : €4 034 000



Duration: 29 months

Scientific Coordinator : Kjell HOLDEN Organisation: MARINTEK

PO BOX 4125, VALENTINLYSTNO-7450 TRONDHEIM

Contact: Øyvind HellanTel: +47 7359 5500Fax: +47 7359 5776





MARINTEK NOWS Atkins UKBMT SeaTech UKSirehna FBureau Veritas FTelenor Fiber Solutions NOMIROS NOStena Rederi SNavion NOACL Ship Management SUnited European Car Carriers NOIUM Ship Management NODet Norske Veritas NOLloyd’s Register UK

247


assessment of structures and components


Project ObjectivesThe main objective is to develop new air-lifted vessel (ALV) technology for HSC, to meetgoals tougher than the main EU goals for state-of-the-art fast vessels 2008, primarily forfast passenger and cargo vessels.The project divided into six WPs with separate and specific objectives, all supportingthe overall main goals. The existing design will be reworked, and models, tools and newpurpose-built methods and technological approaches will be adapted.Comparison studies will be made with monohulls and catamaran designs, to documentand evaluate achieved results against competitors, in line with EU project objectives.There will also be research into ride control and ship management systems for ALV, andhuman aspects including safety and comfort. EFFISES will have links to another EUproject, COMPASS, addressing passenger comfort.

Description of the work- defining and describing SOA design particulars for EFFISES fast passenger vessels

and cargo ships;- case descriptions and technical issues to be investigated, linked to detailed

technical, commercial and other project goals; - produce suitable CFD-, analytical methods and tools, followed by model testing and

experiments;- apply results in design and evaluation of ALVs;- perform transport scenarios, and comparison studies;- address environmental and human costs and other aspects;- make recommendations.

Expected results- updated and comprehensive techno-economic knowledge basis on fast passenger

ferries and express cargo ships;- well-defined and market-adapted design criteria for designing the next generation

fast vessels and ships based upon ALV technology and solutions, with improvedoverall robustness, designed and constructed according to the preferences of themarket;

- new design and optimisation tools, incorporating the concept specialities of the ALV,for a more efficient, less risky and more cost-effective development process;

- through a combination of CFD, VR and practical model tests, in-tank testingenvironments and in-ocean testing facilities, improve the ALV concept;

- optimised and refined subsystems and other input factors in the design and buildingprocess;

- meeting the EU and project goals;- match health, safety and cost production goals through improved human

involvement and understanding of the production process, assisted by VR tools;- demonstrate market potential and ALV, home (EU) and export markets;- policy suggestions and recommendations on HSC building and operation, including

safety, environmental and economical issues.

Energy-E f f ic ien t Safe , Innovat i ve Fast Sh ips

and Vesse ls

248


Title : Energy-Efficient Safe, Innovative Fast Ships and Vessels

Acronym: EFFISES

Contract N°: GRD 1-2000-25847

Proposal N°: GRD 1-2000-25847

Total Cost : €3 713 884



Duration: 36 months

Scientific Coordinator : Ulf TUDEMOrganisation: SES EUROPE AS

THOR DAHLS GT 1 ANO-3210 SANDEFJORD

Contact: Ulf TudemTel: +47 334 65 650 or +47 908 51311Fax: +47 334 65 610

E-mail: [email protected] or [email protected]

EC Officer: Claudia VivaldaTel: +32 2 296 85 24Fax: +32 2 296 33 07



SES Europe AS SESEA NOIzar Construcciones Navales, S.A. IZAR EKarlsen Verft AS MUEKAR NOKatamaran Konstruktions GmbH KATAM AWoods Air Movement LTD WAM UKTwin Disc SRL TWIND.MP IDet Norske Veritas DNV NOEngineering Solutions International LTD ESIL IRLCompetitive Concepts Europe LTD COMCON UKLMG Marin AS LMG Marin NOUniversity of Strathclyde, SSRC SU-SSRC UKNational Technical University of Athens NTUA.SDL ELSSPA Maritime Consulting AB SSPA S

249


new ship concepts


Project ObjectivesThe INBAT project will develop a low-draught inland water transport system by utilising new superlightweight construction materials together with innovative ship design, engineering and productionmethods for reduction of building costs and improvement of payload. Simultaneously, new effectiveshallow draught propulsion systems for this purpose will be developed and hull forms will be optimisedfor best overall operating efficiency. The breadth of the ships will not be not be increased as it is in themost cases limited by, for example, the size of the waterway locks. The novel properties will include:- increase of payload for barges by at least 20%;- decrease of construction and operation costs for barges and pushers by at least 30%;- application of new lightweight materials and material combinations in water transport;- provision of reliable data and methods for dimensioning the new super lightweight materials and

related hull structures based on physical tests and mathematical assessments.

Description of the workInvestigations will be made into new lightweight materials and concepts. With these new parametersthere will be hydrodynamic assessments on optimised hull forms and development of suitable propulsivesystems. Under consideration of all applicable rules and regulations as well as safety and environmentalaspects, conceptual designs for push boats and for barges with various cargo capabilities will getelaborated and engineered with application of new lightweight materials and construction methods,new efficient propulsion units and enhanced operation concepts. The sequence of research activities is: - identification of initial and boundary conditions;- hydrodynamic development of pushers with regard to an extended range of service;- hydrodynamic optimisation of barge configuration;- safety of operation and environmental aspects;- innovative light hull construction materials;- strength assessment – light-weight minimisation;- cost-benefit analyses;- main project deliverables.During the sequential steps of research work the achieved results will be verified by tests, either inlaboratory for suitability of selected new materials or for physical behaviour of demonstrator samples, inship model tank for improved hydrodynamics, or as mathematical data models for first principle strengthassessment.

Expected resultsThe following summarise the expected results and exploitation:- improved shallow-water hydrodynamics for hulls/propulsion (ship design), leading to energy savings;- environmental economic benefits, improved lightweight materials and structures/payload (ship design),

leading to improved payload performance, economic benefits;- enhanced production technologies and methods (manufacturing, shipbuilding), leading to innovative

methods and technologies, competitiveness; - innovative ship design for pushers and barges (ship design, shipbuilding), leading to modular design,

reduced building/operation costs;- competitiveness, improved propulsion systems (ship design, ship operation), leading to energy savings; - environmental/social & environmental impact (ship design, ship operation), leading to strengthened

competitiveness;- exploitation with operational benefits (ship operation), leading to increased waterborne transport;- improved tools for dimensioning of new hull structures (ship design), leading to improved material

prediction;- improved tools for CFD calculation and resistance prediction (ship design), leading to improved power

prediction.

Innovat i ve Barge Tra ins ( INBAT) fo r E f fec t i ve

Transpor t on In land Sha l low Waters

250


Title : Innovative Barge Trains (INBAT) for Effective Transport on Inland Shallow Waters

Acronym: INBAT



Total Cost : €3 463 237



Duration: 36 months

Scientific Coordinator : Thomas GUESNETOrganisation: VERSUCHANSTALT FUR BINNENSCHIFFBAU E.V. DUISBUG

KLOECKNERSTRASSE 77D-47057 DUISBUG

Contact: Thomas Guesnet Tel: +49 203 993 6938Fax: +49 203 361373





Versuchsantalt für Binnenschiffbau e.V VBD DDeutsche Binnenreederei DBR DShip Design and Research Centre CTO PLNavicentrum NC PLTechnical University of Szczecin PSZ PLNeckar-Bootsbau NEBO DOdratrans SA OTPL PLSchiffko GmbH SCHIF DVolvo Penta AB VOLPEN SPolitechnika Wroclawska PWR PLS.A.D.E.F. A.G. SADEF BThe Eckold Group EUT D

251


new ship concepts


Project ObjectivesThe extensive growth of European transport of trailers and swap bodies does notinvolve rivers or short seas, because of a lack of ships and cargo systems suitable forhandling this type of cargo carriers and no development of significance being carriedout in this area. On European inland waterways, with a fleet comprising 12 000 vessels,only few ships are arranged for Ro-Ro handling systems. Consequently a ship conceptdoes not exist for efficient and economical river-sea transports. The project objectives are: - to enhance the performance of waterborne transportation in terms of economic

efficiency, operability and less impact on the environment through introduction ofa novel cargo-carrying concept;

- to develop a conceptual design and to address adherent challenges within hydro-dynamics, low-weight structures and cargo handling and validate the solutions bymeans of virtual and experimental methods.

Extension of the solutions to other maritime areas is foreseen.

Description of the workThe project commences with validation of market needs and definition of a users’envelope as the basis for the R&D needed. The following work contains three parallelworkflows: - R&D coordination and integration, hydrodynamics, light structures and cargo

concepts; - compliance with societal (ecology) and market (economy) conditions; - forming user groups for exploitation and dissemination. Obtained solutions will be validated regarding consistency and appliance through arealistic design case, a Scandinavian-Rhine inland / short-sea transport.

Expected results- a ship concept for inland/short-sea operations subjected to severe requirements

regarding physical limitations (locks, bridges), navigation in the North Sea as well asupon restricted inland waterways;

- a structural concept efficiently using low-weight material;- an optimal hull geometry in terms of resistance, propulsion, manoeuvring and

stability at sea and in shallow / restricted waters;- a generic novel cargo-carrying concept integrating several types of cargo units at

optimal stowage ratio.

The In te rmodal Sh ip

252


Title : The Intermodal Ship

Acronym: INTERMODESHIP

Contract N°: NA


Total Cost : €3 794 568


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Stig-Åke SVENSSONOrganisation: TH. JACOBSEN & CO AS

STRANDGATEN 9NO-1701 SARPSBORG

Contact: Stig-Åke SvenssonTel: +46 49 848 2827 or +46 705 948325 (mobile)Fax: +46 49 848 2837





TH. Jacobsen & Co AS Jaco NOKockums Engineering AB KEAB SRWS-Line AB RWS STTS Group TTS SEcoship Engineering AB EEAB SMaritime R. Inst. Netherlands Marin NLNEA Transp. Research &Train. NEA NLDamen Shipyards Group Damen NLHelsinki University of Techn. HUT FINPort of Duisburg PAD DVBD Univ. Duisburg VBD DAlstom Chantiers de l’Atlantique SA CDA FUniversity of Newcastle-upon-Tyne UNEW UKIzar Constructiones Navales IZAR EUniversities of Glasgow & Strathclyde SU UKCetena Cetena IUniversity of Chalmers CTH SPort Agency Vanerhamn PAV S

253


new ship concepts


Project ObjectivesProject NORMA will develop the technology and tools to enable European industry tobuild the new low-noise fast ferries required by the future market, at an acceptablelevel of risk. It will do this by:- developing innovative solutions to water-jet, hydrodynamic and exhaust noise;- reducing the weight and costs of noise reduction in new ferries by an integrated

design process; - increasing the amount of passenger accommodation space achieving the highest

comfort class;- reducing the impact of noise from fast ferries on harbour environments;- assessing the impact of fast ferry noise on marine life environment;- producing two new advanced fast ferry concept designs with increased speed and

load capability through improved power to weight ratio.

Description of the workThe major technical areas addressed by Project NORMA are:- reduction of water-jet noise at source, and isolation of propulsion machinery noise;- prediction and isolation of hull hydrodynamically-induced noise;- application of active noise cancellation (ANC) to exhaust noise.Innovative approaches to modelling water-jet pressure pulsations with computationalfluid dynamics (CFD) tools, and analytically developed models of hull hydrodynamicexcitation are proposed. These tools will be validated by scale-model and full-sizemeasurements. This approach provides tool validation and also mitigates the technicalrisks by providing valuable data for empirical correlation. ANC demonstrations will becarried out in the laboratory and predictions made based on full size shipmeasurements.

Expected resultsNORMA will provide a competitive edge for fast ferries produced by European shipyardsby providing improved performance, design integration, increased passenger comfortlevels and reduced environmental impact. It will increase revenue earning capacitywithout compromising the design displacement or the cost of the vessel.

Fast Fer ry No ise Reduct ion fo r Mar ine

Appl ica t ions

254


Title : Fast Ferry Noise Reduction for Marine Applications

Acronym: NORMA

Contract N°: GR3D-CT-2001-00393


Total Cost : €4 596 870



Duration: 36 months

Scientific Coordinator : Norman GRUMOrganisation: ROLLS-ROYCE PLC

PO BOX 3FILTONUK-BS34 7QE BRISTOL

Contact: Ian FloodTel: +44 117 979 6283Fax: +44 117 979 6424





Rolls Royce RR UKAlstom Chantiers de l'Atlantique CDA FFjellstrand FJS NOKamewa KAM SDeutche Montan Technologie GmBH DMT DInstutio Nazional di Studi ed Esperienze di Architettura Navale INSEAN IDet Norske Veritas DNV NOKungl Tekuiska Hogskolan KTH SInstitute National des Sciences Appliquées de Lyon INSA F

255


new ship concepts


Project ObjectivesThe project concerns the development of a partial air cushion-supported catamaran forfreight transportation on inland waterways.A partial air cushion-supported catamaran (PACSCAT) for high-speed freight trans-portation along inland waterways has been proposed by IMAA. This design conceptoffers the environmental benefits of high efficiency and low wash, allowing a potentialdoubling of speed. The technical and market feasibilities have been confirmed throughtesting and analysis under a successful EU CRAFT exploratory project completed inMay 2001.

Description of the workThe collaborative RTD project will perform a detailed design and performance assess-ment for a vessel suitable for deployment in the Rhine and Danube freight logisticsmarket. It will be implemented by a trans-national consortium spanning the completevalue chain from vessel designer to operator, and including interfaces with keyregulatory authorities. The project will be carried out in eight work packages. In orderto validate the PACSCAT vessel design as an environmentally-friendly solution to freighttransportation on inland waterways, the project will develop: - detailed full-scale designs with performance and cost predictions based on model

testing, analysis and fabrication studies; - operational guidelines under which PACSCAT vessels can meet all relevant

environmental and safety regulations, while achieving significant speed enhance-ment over traditional craft;

- projections of market penetration of PACSCAT vessels within the logistics chain andthe environmental benefits of resulting modal shift from road to water.

Expected resultsResults expected from the project are: - the detailed design of a full-scale environment-friendly freighter for high-speed

inland transportation; - operating guidelines for use on major European waterways, respecting commercial,

environmental and safety criteria; - appraisal of logistics market penetration and resulting environmental benefits.

Deve lopment o f a Par t ia l A i r Cush ion-Suppor ted

Catamaran fo r F re igh t Transpor ta t ion on In land

Waterways

256


Title : Development of a Partial Air Cushion Support Catamaran for Freight Transportation on Inland Waterways

Acronym: PACSCAT



Total Cost : €1 536 499


Starting Date: NA

Duration: 36 months

Scientific Coordinator : Professor William PRICEOrganisation: UNIVERSITY OF SOUTHAMPTON

FLUID STRUCTURES INTERACTION GROUPSCHOOL OF ENGINEERING SCIENCES, UNIVERSITY ROADUK-S017 1BJ SOUTHAMPTON

Contact: Professor William Price Tel: +44 23 8059 2316Fax: +44 23 8059 3299





University of Southampton UOS UKIndependent Maritime Assessment Associates Ltd IMAA UKInstitut für Seeverkehswirtchaft und Logistik ISL DWitt & Sohn AG WITT DCheckmate UK Ltd AVON UKLips BV LIPS NLMarine Tech South MTS UKGermanischer Lloyd AG GL DVersuchsanstalt für Binnenschiffbau e.V. Duisburg VBD DMDS France MDS FSovtransavto Deutschland GmbH SOV DCETEC Consultancy Ltd. CETEC UKShipbuilders and Shiprepairers Association SSA UKMaritime Simulation Rotterdam bv MSR NL

257


new ship concepts


Project ObjectivesThe objective of the ALIVe Project is to demonstrate, through real scale trials, thefeasibility of navigating and docking an underwater vehicle to a fixed underwaterstructure (not specifically designed for this), using an acoustic link for command andcontrol, and to carry out manipulative tasks. The vehicle will have no physical link with thesurface and will carry its own energy source. The vehicle will be capable of automaticdynamic stabilisation and automatic navigation towards the target in order to dock itself,whenever necessary. The vehicle will be equipped with a tele-manipulation unit,supervised by acoustics to carry out pre-programmed tasks.The main deliverable of the project will be a fully functional prototype, capable ofdemonstrating the above functions during full-scale sea trials to be undertaken in waterdepths of up to 1000 m, on a mock-up of a sub-sea structure.ALIVe offers a smart solution to the problem of maintenance in deep-water oil fields.Unlike traditional operations with remotely operated vehicles (ROVs), the operationalcosts with ALIVe will be dramatically cut down since the system is easily mobilisablewithout the need for an expensive surface support vessel to stay on location above theoperation zone.

Description of the workThe project will comprise four main activities, which will be undertaken in parallel, asfollows:- development of an automatic stabilisation system, based on inertial data such as

vehicle attitude and heading, or on motion analysis of a video image of the target. Thesystem will compute the vehicle relative movement, which will then be used to correctthe position by acting on the vehicle thrusters;

- development of an auto docking system, which will allow the vehicle to navigate atlow speed towards the target and finally dock itself on this target, if required by themission. For that purpose, both video and sonar data will be used to give the vehicleits relative position towards the target. The data will be processed on-board the vehicleto allow a fully automatic process and avoid delays created by the acoustic link;

- development of a tele-manipulation system, supervised by acoustic link. The systemwill allow the manipulators to operate in automatic modes for low-level tasks such aspre-programmed movements, while the acoustic link will be used by the operator toactuate high level commands such as movement start and stop. The operator will havecontrol of the mission in a step by step procedure where the high-speed acousticmodem will feed him back with video data of the scene;

- design and manufacture of a dedicated test platform: to demonstrate these functionsa test vehicle will be manufactured with the appropriate design to contain the varioussub-systems and the hydrodynamic shape suitable for dynamic stabilisation.

The project will be concluded by shallow water and deep-water trials to show that theobjectives have been achieved.

Expected resultsThe first expected result is the complete development of a fully operational prototypecapable of validating the technical innovations (fine dynamic stabilisation, docking onstandardised sub-sea equipment, telemanipulation tasks in robotic mode supervisedthrough an acoustic communication link). Full-scale sea trials performed with theprototype shall ensure that ALIVe could easily reach an industrial status, and thereforeconvince potential end-users that it can be an adequate answer to their problems.

Autonomous L igh t In te rvent ion Veh ic le

258


Title : Autonomous Light Intervention Vehicle

Acronym: ALIVe



Total Cost : €4 420 238



Duration: 36 months

Scientific Coordinator : Yves CHARDARDOrganisation: CYBERNETIX S.A.

TECHNOPÔLE DE CHÂTEAU-GOMBERTRUE ALBERT EINSTEIN – BP 94F-13382 MARSEILLE CEDEX 13

Contact: Yves Chardard Tel: +33 4 91 21 77 48Fax: +33 4 91 21 77 13


EC Officer: Frédéric SgarbiTel: +32 2 29 610 71Fax: +32 2 29 633 07



Cybernetix S.A. (Coordinator) CYX FHeriot-Watt University HWU UKHitec Subsea A/S HIT NOIFREMER IFR FJoint Research Centre JRC EC

259


remotely operated underwater vehicles


Project ObjectivesDamage to subsea cable and pipelines due to free span, anchoring and fisheryactivities may lead to the shut-down of critical supply or communication lines and,occasionally, to environmental disaster. An autonomous underwater vehicle (AUV)equipped to undertake inspection of these installations will lead to major improve-ments in the early detection and prediction of faults. Although AUV systems are nowavailable their main limitation in this role remains that of inadequate target acquisitionand tracking capability as well as appropriate obstacle avoidance systems to permitthem to move safely at low depths. The objectives are to develop systems for tracking subsea cables and pipelines from anAUV, to develop systems to avoid collision and entanglement when moving at lowdepths, to integrate the systems within an AUV and to perform full-scale inspections.

Description of the workTwo tracking systems will be developed: - an image-based tracking system for tracking exposed targets;- a magnetic tracking system for tracking buried targets.The magnetic tracking system will be based on industrial systems used for ROVs(Innovatum Ultra System). Expected tracking range is up to 10 m. The image-based tracking system will be based on data from an imaging multibeamsonar (Reson 8125). The system will allow tracking with 5-10 m offset for improveddetection of free span.A sensor fusion module will ensure optimal tracking performance using all availabledata including legacy data from previous surveys.

Expected resultsThe expected results include an industrial prototype for autonomous inspection ofpipeline and cable inspections.The AUTOTRACKER system will be integrated on the Maridan M600 survey AUV andtested on full-scale offshore inspection jobs on pipelines and cables in the North Sea.

Autonomous Inspect ion o f Subsea

Te lecommunicat ion Cab les, Power Cab les

and P ipe l ines

260


Title : Autonomous Inspection of Subsea Telecommunication Cables, Power Cables andPipelines

Acronym: AUTOTRACKER



Total Cost : €3 114 000



Duration: 36 months

Scientific Coordinator : Anders BJERRUM

Organisation: Maridan Tel: +45 4576 4050Fax: +45 4576 4051





Maridan AS Maridan DKHeriot-Watt University HWU UKNational Technical University of Athens NTUA ELUniversity of the Balearic Islands UIB EInnovatum International Ltd Innovatum UKSEAS Distribution AS SEAS DKBP Exploration Ltd BP UKAlcatel Submarine Network - Marine ASN DK

261


remotely operated underwater vehicles


Project ObjectivesThe ARROV project develops a novel integrated real-time sensorial system, which willexploit both optical and 3D acoustical data to provide the ROV pilot with anaugmented representation of the scene (augmented reality). The system will also beable to automatically synthesize a 3D model of the scene from sensorial data (modelacquisition). Moreover, a unified man-machine interface will be provided to control anROV as well as the sensors mounted on-board. The sensor system will also be able todetect, locate and classify underwater gas and oil leaks.The sensor system will be verified on inspection carried out in dams and fresh watertunnels as well as on inspection and surveys related to the offshore industry. Gas andoil leak detection will be verified through extensive testing in a realistic environment.

Description of the workThe project includes hardware design and development, including design anddevelopment of an integrated optical/acoustical sensor. The combined sensor mergesdata from an optical camera and a novel 3D acoustic camera.Software design and development will cover the sensor system as well as ROV controlin addition to data analysis and on-line representation of the environment by means ofvirtual models.Sensors and software will be installed on industry standard ROVs and the system will bevalidated by means of extensive testing in realistic environments. Testing will takeplace in hydroelectric power plants by inspection of dams and tunnels. Known defectswill be inspected in order to qualify the sensor for this kind of work. Testing in environments related to offshore operations will be done near or instructures on the seabed, addressing survey of seabed and structures, detection of gasand oil leaks as well as ROV navigation.

Expected resultsThe project will result in a new ROV sensor that provides raw image data as well as anaugmented 3D model of the environment based on virtual models. Hence the positionand orientation of the ROV relative to the environment will be known at all times. Theproject will also provide efficient and reliable detection of underwater hydrocarbonleakage.

Augmented Rea l i ty fo r Remote ly Opera ted Veh ic les

based on 3D Acoust ica l and Opt ica l Sensors fo r

Underwater Inspect ion and Survey

262


Title : Augmented Reality for Remotely Operated Vehicles based on 3D Acoustical andOptical Sensors for Underwater Inspection and Survey

Acronym: ARROV



Total Cost : €2 417 301



Duration: 36 months

Scientific Coordinator : Rolf Kahrs HANSENOrganisation: OMNITECH AS

PO BOX 114 EIDSVÅGNEDRE ÅSTVEIT 12. ØVRE ERVIKNO-5876 BERGEN

Contact: Rolf Kahrs HansenTel: +47 5 553 5380Fax: +47 5 553 5381


EC Officer: Frédéric Sgarbi Tel: +32 2 296 1071Fax: +32 2 296 3307



OmniTech AS OT NODepartment of Science and Technology, University of Verona UNIVR IThales GeoSolutions Norge AS (formerly Racal Survey Norge AS) RSN NOGeneral Robotics Limited GRL UKCentro Elettrotecnico Sperimentale Italiano CESI IDepartment of Computer and Information Science, University of Genova DISI I

263


sensors for monitoring marine environment


Project ObjectivesAs the offshore industry moves into deeper water, it relies more and more on floatingplatforms for both exploration and production. Project EXPRO-CFD has the key objectiveof providing EU designers and constructors with cost-effective and advanced methodsfor the hydrodynamic analysis of novel floating production systems, using the latestadvances in fluid-structure interaction through co-processing or coupling (at a systemslevel) tools for wave diffraction, viscous turbulent flow and system dynamics.

Description of the workThe project builds on existing techniques, which in expert hands have proven so usefulin the past, but adds modeling capabilities which more precisely address the maindifficulties currently experienced, and those likely to be experienced with the newgeneration of floating production systems in deep water. The sources of thesedifficulties are numerous but include problems such as the accurate modeling of verysteep waves, wave-current interaction, viscous and turbulent flow effects and theability to account for large motions of the structures being analysed. The new method-ologies are being developed with strong industrial involvement to ensure thepracticality and focus of the research project.

Expected resultsStarting with proven methods, and coupling the considerable advances made in non-linear free-surface potential-flow techniques with predictive tools for viscous turbulentflows, namely computational fluid dynamics, a complete and rigorous simulation of allfluid loading effects is being realised. This is being further coupled to existingadvanced tools for vessel motions, and mooring system and riser system dynamics.EXPRO-CFD is innovative in several ways. First, it will provide a methodology forcombined (co-processed) wave diffraction and viscous flow calculations using CFDusing the best existing techniques from each field, using coupling libraries to runsoftware packages independently for each aspect of the problem. Secondly,experiments are being conducted specifically aimed at the validation of CFD fluidloading models through the measurement of spatial flow quantities. Experiments forsuch purposes are rare, and have not hitherto been applied to specific designs. Finally,EXPRO-CFD will allow design contractors and end-users within the project consortiumto employ the new techniques in concept design exercises, and to feed back theirrequirements into the guidelines developed for practical application.

Computa t iona l F lu id Dynamics fo r the Des ign

o f O f fshore F loa t ing Product ion Systems

264


Title : Computational Fluid Dynamics for the Design of Offshore Floating Production Systems

Acronym: EXPRO-CFD



Total Cost : €3 007 571



Duration: 36 months

Scientific Coordinator : Dr Paul GALLAGHEROrganisation: W. S. ATKINS CONSULTANTS LTD.

FLUID MECHANICS DEPARTMENTWOODCOTE GROVE, ASHLEY ROADUK-KT18 5BW EPSOM

Contact: Dr Paul Gallagher Tel: +44 13727 26140Fax: +44 13727 40055





WS Atkins WSA UKDet Norske Veritas DNV NOSirehna SIREHNA FMaritime Research Institute Netherlands MARIN NLBP Exploration Operating Company Ltd. BP UKDen Norske Stats Oljeselskap A.S. STATOIL NOSingle Buoy Moorings Inc. SBM MCLund, Mohr, & Giaever-Enger Marin A.S. LMG MARIN NOAker Engineering AS AKER NOThe Imperial College of Science, Technology and Medecine ICSTM UKEcole Centrale de Nantes ECN FUniversity College London UCL UKCentre Internacional de Metodes Numerics en Enginyeria CIMNE E

265


offshore platforms and floating structures


Project ObjectivesThe objective of the project is to develop a new concept to enhance the FPSO functions(floating production storage and off-loading) for the large deep-water developmentswhich are becoming a strong trend in the highly active areas of Gulf of Mexico/WestAfrica/South America. The new concept preserves the advantage of the current FPSOdesigns but takes a radically different approach to the storage method and the topsideprocessing equipment and adds the drilling and dry-trees capabilities. Once investi-gated and tested this concept will have a range of attractive advantages over currentalternatives.The objective of the OCTOPLUS concept is to provide oil and gas operators with aninnovative tool, which answers their expectations and solve their problems indeveloping field production in a cost-effective way by phasing topside equipmentinvestment.

Description of the workThe programme work has the main following objectives:- to carry out the necessary design work in order to validate the perceived advantages

of the OCTOPLUS concept and to validate the design work by both hydrodynamictesting and by independent analysis by a certification authority;

- to examine the structure and related systems sufficiently so that unexpected issuesresulting from innovation are covered and resolved;

- to identify the way in which the structure could be fabricated, assembled, installedand operated to provide a cost-effective alternative to existing technologies;

- to generate the appropriate outline methods and cost evaluations to allow end-users examine these proposals;

- also to have done sufficient work to enable the concept, if selected, to be adoptedand taken forward to realisation in the relevant time scale.

Expected resultsThe project output is to take OCTOPLUS from its present conceptual form to a state ofmaturity into the consideration of operating oil companies for their futuredevelopments. It will have then gained the confidence of the engineers, certificationauthorities, builders and potential owners.

Opt imum Concept to Produce and Load wi th

Underwater Sto rage

266


Title : Optimum Concept to Produce and Load with Underwater Storage

Acronym: OCTOPLUS



Total Cost : €3 361 500



Duration: 30 months

Scientific Coordinator : Philippe DUMAS / William L. HUDSONOrganisation: DORIS ENGINEERING

58A, RUE DU DESSOUS DES BERGESF-75013 PARIS

Contact: Philippe DumasTel: +33 14 406 1000Fax: +33 14 570 8738


EC Officer: Frédéric SgarbiTel: +32 2 296 1071Fax: +32 2 296 3307



Doris Engineering DORIS FAlstom Chantiers de l’Atlantique CDA FEXMARoffshore EXMAR BInstituto Superior Tecnico IST PLloyd’s Register Lloyd’s UK

267




Project ObjectivesOffshore exploration and production of oil and gas makes increasing use of floatingoffshore structures, such as floating production storage and offloading (FPSO) systemsand drillships. Operational experience with FPSOs in European waters has shown thatdamage occurs regularly due to the problems of ‘green water’ that flows onto the deckin high waves from waves impacting on the hull. Because oil and gas activities bear a high risk for environment and personnel, the mainobjective of the SAFE-FLOW project is to improve the safety, reliability and availabilityof floating offshore structures under impact loading of green water and waves throughthe development of a new design technology.

Description of the workThe SAFE-FLOW project focuses on all aspects that are important for the problem:extreme waves, hydrodynamic impact loading and structural response. The aspects willbe placed in the framework of the development of a risk assessment model, designguidance and new standards (rules and regulations). For this purpose four main workpackages have been identified: waves, hydrodynamic loading, structural response andrisk & design. WP1: WAVES: Objective:Identification of critical wave (weather) conditions for wave impact problems and theirphysics and development of probabilistic wave modelsWP2: HYDRODYNAMIC LOADING: Objective:Understanding of wave impact and green water physics, and development ofmethodology for the prediction of impact loadingWP3: STRUCTURAL: Objective:Define a wave impact loading calculation methodology and propose an optimumstructural design methodology (light and safe)WP4: RISK & DESIGN: Objective:Develop a risk-based methodology for wave impact loading issues in different phasesof a floater project

Expected resultsThe main project output will be:- recommended practice for extreme wave identification; - numerical tool for calculating green water and wave impact loads and responses;- software tool for design evaluation;- guidelines for the design of floating offshore structures;- recommendations for a new set of rules and regulations.

Safe F loa t ing Of fshore St ruc tu res under Impact

Load ing o f Sh ipped Green Water and Waves

268


Title : Safe Floating Offshore Structures under Impact Loading of Shipped Green Water and Waves

Acronym: SAFE-FLOW



Total Cost : €1 902 550



Duration: 36 months

Scientific Coordinator : Bas BUCHNEROrganisation: MARIN

HAAGSTEEG 2, P.O. BOX 28NL-6700 AA WAGENINGEN

Contact: Bas BuchnerTel: +31 317 493333Fax: +31 317 493245





Maritime Research Institute Netherlands MARIN NLInstituto Superior Técnico IST PCorrOcean NOUniversity of Groningen RuG NLWS Atkins WSA UKPAFA Consulting Engineers PAFA UKBP BP UKIzar Construcciones Navales IZAR EBureau Veritas BV F

269




Project ObjectivesThe European maritime industry has developed a R&D master-plan for the technologyareas of the maritime transport chain and the marine resources. The master-plan wasused by the industry to initiate various thematic networks which have served aslaunching platforms for over 200 project proposals during FP5. These projects haveserved needs well in some areas of the maritime spectrum while limited synergy withnational research and linkage with medium and long-term market and society needsand requirements were obtained. Recognising these matters, the R&D shipbuildingforum launched an initiative to regroup the maritime R&D community by means ofthe ‘umbrella’ thematic network ERAMAR and start its own process of identifying itsmedium and long term R&D actions. To obtain sufficient critical mass all maritimeTNs under FP4/5 will be included in ERAMAR. ERAMAR will also evaluate andconsolidate current R&D achievements, disseminate results, strive for enhancingindustry’s awareness towards joint R&D, for more synergy with national and other EUprogrammes, for more coherence between the technology areas through networksof excellence, and for a better clustering of projects belonging to the same themes,through bigger projects. De facto ERAMAR will initiate the forming of a EuropeanMaritime Research Area, and a reflection platform on the new instruments to be usedunder FP6.

Description of the workThe work programme comprises five work packages (WPs) on information & synergy,market & society, R&D needs and the industry’s network. Each WP consists of one or more tasks. The project starts with the acquisition ofinformation and identification of synergy regarding TNs and RTD projects under FP4-FP5 and national R&D and on market and society medium & long-term needs(phase1). In phase 2 this information is analysed and processed into two references: the short-term available technological knowledge & ability and the medium- & long-termneeds of knowledge and ability. At the end of the 2nd phase these references arecompared with each other in order to identify the medium- & long-term R&D issuesnecessary for acquiring the corresponding medium- & long-term knowledge andability. To create a supporting industry platform for future R&D a network isdeveloped and worked out in the form of a business plan which is activated in thelast 3rd phase. There are also two tasks dedicated to a European R&D approach, alsoin relation with FP6 and national R&D. In this perspective, a task has been added atthe beginning of ERAMAR in order to have the opportunity to reflect on the futureuse in the maritime industry of the new instruments proposed for FP6.

European Research Area App l ica t ion

in the Mar i t ime Domain

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Transport D (BAT) 23/05/02 8:58 Page 270

Expected results- reports on state-of-the-art maritime technology in terms of knowledge and ability;

medium- and long-term market & society needs; medium- and long-term techno-logical knowledge and ability requirements; medium- & long-term R&D issues;

- business plan for the establishment of a European R&D network of maritimeindustrial enterprises and research organisations; for enhancing the awareness ofthe maritime industries for R&D activities;

- seminars and workshops;- databases with information on industry and R&D community, and the website.Milestones correspond to each phase described in the work programme.

Title : European Research Area Application in the Maritime Domain

Acronym: ERAMAR

Contract N°: G3RT-CT-2001-05055

Proposal N°: GTC2-33064

Total Cost : €1 670 000



Duration: 36 months

Scientific Coordinator : Patrick PERSONOrganisation: COREDES THROUGH CHANTIERS DE L’ATLANTIQUE

COREDES C/O PEMAR CONSULTING10 PASSAGE DU CHAROLAISF-75012 PARIS

Contact: Patrick Person Tel: +33 14 474 9985Fax: +33 24 014 0339




271

THEMATIC NETWORKS



Alstom Chantiers de l’Atlantique CDA FNetherland’s Shipbuilding Industry Association VNSI NLUniversity of Strathclyde SSRC UKNorwegian Shipowners Association NSA NOBureau Veritas BV FNorwegian Maritime Technology Research Institute MARINTEK NOBalance Technology Consulting BAL DCetena Spa CETENA IWS Atkins WS ATKINS UKGermanischer Lloyds GL DAker Technology AKER NOMaritime Engineering & Technology for Transport, Logistics and Education METTLE FDet Norske Veritas DNV NOLogit Sa LOGIT NOBritish Maritime Technology BMT UKNei – Ecorys – BV NEI NLInstitut Français de Navigation IFN FGIFEN (For EMEC) GIFEN FEuropean Oceanographic Industry Association EOIA UKEuropean Oil and Gas Forum EUROGIF BEuropean Dredging Association EUDA BEuropean Community Shipowners Associations ECSA BFederation des Industries Nautique FIN FKvaerner Masa Yards KMY FINFincantieri - Cantieri Navali Italiani Spa FINCANTIERI IForschungszentrum des Deutschen Schiffbaus FDS DFederation of Finnish Metal Engineering & Electrotechnical Industries FIMET FINIzar Construcciones Navales IZAR EJos L. Meyer MEYER DInstitut Français de Recherche pour L’exploitation de la Mer IFREMER FInstituto Superior Technico IST PCom-C-Isis IRC BPemar Consulting PEMAR F

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THEMATIC NETWORKS

Project ObjectivesOver 90% of all goods and passenger transfers to/from and within Europe are made bytruck/car/bus, rail and ship. The corresponding complex infrastructures for road, rail andwaterborne transport interface at many locations in order to allow for smooth andefficient shift from one transport mode to the other. Transport industries employ over14 million workers, generate a turnover of some €600 billions and invest about€20 billions yearly in research activities.The main ERANET objective is to enhance the RTD output and effectiveness within landtransport and marine technologies in Europe through co-operation between theindustries. The main elements of this co-operation are technology transfer and coordi-nation of national and EU funded RTD programmes. ERANET is one of the first majorinitiatives aiming to implement the objectives of a European Research Area (ERA)within the surface transport industries, i.e. road, rail and waterborne transport. Theprincipal merits of ERANET can be summarised as follows:- It is innovative in its methodology for structured, large-scale cross-sectoral

technology exchange following a life-cycle approach;- It possesses significant added value for the European Community and its policies due

to the economic and societal importance of the involved industries, in particularwith respect to transport, mobility and the ecological impact of its products andprocesses;

- It represents the major stakeholders within the surface transport industries andresearch community from 10 European Union member states.

Description of the workERANET will reach its objectives following an approach in line with current trends inlife-cycle considerations and societal needs. ERANET will aim at developing conditionsand means for R&D synergies among land transport and marine industries in acontinuous effort to enhance R&D output and its impact on competitiveness andresponsible economic growth. Some of these subjects were already identified in earlieractivities and others were selected during the proposal preparation phase: - design tools, virtual prototyping, light materials, structural strength and dynamic

phenomena, noise and vibrations, computational methods;- basic production technologies (cutting, shaping, joining, surface treatment),

planning and scheduling, production concepts, mechanisation and robotics, supplychain management, QA/QC;

- maintenance concepts, condition monitoring, navigation and telematics; - passive safety concepts, crash worthiness, active safety;- fuels, emission control

The following represents the ERANET workflow:

Exemplary Research and Deve lopment Network

fo r Techno logy Exchange in Land Transpor t and

Mar ine Techno log ies


- establish medium and long-term market and society needs, relevant for landtransport and marine technologies, resulting in market objectives, to be met by theindustries;

- define a common technology framework and a common state of the art technology;- match and evaluate, within the common technology framework, areas and subjects

of mutual interest regarding problems and their possible solutions;- define the technology gap which need to be bridged by joint R&D by comparing the

industries’ current technological ability with the expected medium- & long-termmarket objectives;

- carry out an experiment on technology transfer methodology, hereby demonstratingthe benefits and aspects of such activities;

- disseminate the results and acquired experience with technology transfer to targetgroups within land transport and marine technologies;

- prepare an exploitation plan for the ERANET results.

Expected resultsA thematic network is intended to bring together manufacturers, users and universities andresearch centres around a common S&T objective. The outcome is a synergy that is, by itsown nature, focused on longer-term results with no immediate implementation value. Thesynergy expected of ERANET is a process of co-operation in R&D activities amongst surfacetransport industries (car, rail and maritime) leading to a European Research Area. In thisrespect there are no immediate RTD results and no direct exploitation in the commercialsense of new products, services and processes can be expected. Nonetheless some of theERANET results will have exploitation value:- reports on market and society needs, technology frameworks, content and state of

the art, technology mapping and matching amongst the three surface transportindustries, medium- & long-term R&D needs, technology roadmap, joint R&D projectsoutlines;

- seminar programmes, presentations, summaries of discussions, conclusions, etc;- databases with information on technology, industry and the R&D community.

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THEMATIC NETWORKS

Title : Exemplary Research And Development Network For Technology Exchange In LandTransport And Marine Technologies

Acronym: ERANET


Proposal N°: GTC2-2001-53015

Total Cost : €12 000 000


Starting Date: NA

Duration: 26 months

Scientific Coordinator : Dario SCAPATICCIOrganisation: CENTRO RICERCHE FIAT

STRADA TORINO 50ORBASSANO (TO), ITALY

Contact: Dario Scapaticci Tel: +39 11 9083 538Fax: +39 11 9083 898



E-mail: zoe [email protected]



Centro di Ricerche Fiat CRF INetherlands’ Shipbuilding Industry Association VNSI NLConsortium for Research&Development of Technologiesin the field of INnovative Railway TRAnsport TRAIN IFEV Motorentechnik FEV DTechnical Research Centre of Finland VTT FINCentro Elettrotecnico Sperimentale Italiano Giacinto Motta SpA CESI IOdense Steelshipyard Ltd OSS DKAlstom Chantiers de l’Atlantique CDA FIzar Construcciones navales S.A. IZAR EForschungszentrum des Deutschen Schiffbaus FDS SMaritime Research Institute, The Netherlands MARIN NLSwedish National Testing and Research Institute SP SAlstom Transport SA Alstom FSirehna SIREHNA FVolvo VOLVO SThe Netherlands Energy Research Foundation ECN NLInstitut für Kraftfahrwesen Aachen IKA (RWTH) DElectrical Machines and Drives Group EMD - USFD UKRisø National Laboratory RISØ DKRLE International RLE DAdtranz Bombardier Transport BT BInstitut Scientifique de Service Public ISSEP BFincantieri - Cantieri Navali Italiani Spa FINCANTIERI ISaab Automobile AB SAAB SThe Netherlands Standardization Institute NEN NL

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THEMATIC NETWORKS

Project ObjectivesERASTAR is intended to promote the joint RTD projects in the European shipbuildingindustry. Two thematic networks carried out this responsibility: - CEPS (for the process) which were terminated at the end of 2001; - ERASTAR will replace them. ERASTAR will, as CEPS and PRODIS, support the activities of ERAMAR, the thematicnetwork envelope for all European maritime industries.The objectives are:- to promote RTD joint projects in the shipbuilding industry;- to organise a platform for exchange of information, of results and for further action

in case of synergy, on the approved projects;- to analyse the synergies between the national funded projects and the EU funded

projects, to put the shipbuilding industry into the ERA perspective;- each two years to issue a detailed state-of-the-art of the critical technologies;- to favour the transfer of technology with automotive, railways and power plants

sectors, in relation with TN ERANET.

Description of the workERASTAR is based on six technical work packages covering all fields of the shipbuildingindustry: - hydrodynamics and structures;- ship systems and ship shore interfaces;- design and supply chain;- production processes;- shipyard management, logistics and scheduling;- new ships concepts.Each WP carries out its studies through three tasks; - task 1 in charge of objectives 1 and 4 and 5; - task 2 in charge of objective 2; - task 3 in charge of objective 3.These technical work packages receive concrete contributions from six horizontal workpackages covering transversal fields with which the industry has to cope:- societal and market requirements (WP D);- EU policies (ERA and others) (WPF);- transversal means and tools: suppliers (WPB), IT tools, standardisation, international

networking (WPC) and human factors engineering (WPE);- WPA takes care of coordination and management.

Expected results- one yearly seminar for the promotion of RTD joint projects (e.g. 60 proposals were

made at each call of FP5);- an updated state-of-the-art report for the critical technologies in years 2 and 4;- three yearly reports and workshops for the exchange platform, the synergies

between national and EU funded projects and the contribution of the horizontalWPs.

In the European Research Area, a Themat ic

Network fo r Sh ipbu i ld ing Techno logy App l ied

Research


Title : In the European Research Area, a Thematic Network for the ShipbuildingTechnology Applied Research

Acronym: ERASTAR



Total Cost : €2 000 000


Starting Date: NA

Duration: 48 months

Scientific Coordinator : Patrick PERSONOrganisation: COREDES (CESA)

COREDES C/O PEMAR CONSULTING10 PASSAGE DU CHAROLAISF-75012 PARIS

Contact: Patrick Person Tel: +33 14 474 9985Fax: +33 24 014 0339




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THEMATIC NETWORKS


Coredes (Cesa) COREDES BNetherland’s Shipbuilding Industry Association VNSI NLUniversity of Strathclyde SSRC UKBalance Technology Consulting BAL DCETENA S.p.A. CETENA IRolls Royce RR UKTTS Ships Equipment TTS SGdynia Shipyard GDYNIA PLSczcezin Shipyard SCZCEZIN PLOdense Steel Shipyard OSS DKFincantieri - Cantieri Navali Italiani Spa FINCANTIERI IDelta Marin D MARIN FINIzar Construcciones Navales IZAR EBureau Veritas BV FHelsinki University of Technology HUT FINMarine Research Institute MARIN NLEuropäisches Entwicklungs Zentrum für Binnen – U VBD DPemar Consulting PEMAR FFlensbuger Shipyard FSG DShip Design & Research Center CTO PLWS Atkins WS ATKINS UKSSPA Maritime Consulting AB SSPA SHamburgische Schiffbau- Versuchsanstatl HSVA DPrincipia Marine PM (IRCN) FUniversity of Newcastle UNEW UKAlstom Chantiers de l’Atlantique CDA FTechnical Research Centre of Finland VTT FINNorwegian Marine Technology Research Institute MARINTEK NOSirehna SIREHNA FInstituto Superior Technico IST PBritish Maritime Technology BMT UKWärtsilä NSD WARTSILA FINKvaerner Masa Yards KMY FINAker Finnyards AKERFY FINTribon Solutions TRIBON SJos L. Meyer MEYER DEuropean Association of Universities WEGEMT UKNational Technical University of Athens NTUA ELTechnical University of Delft TU DELFT NLForschungszentrum des Deutschen Schiffbaus FDS DGermanischer Lloyds GL DThe Welding Institute TWI UKEuropean Maritime Equipment Council EMEC B


Project ObjectivesThe network consists of 45 participants comprising six vehicle manufacturers, 14 majorcomponent, tool and software suppliers and other industries, of which eight SMEs,14 universities and 11 research institutes are from 13 EU member states.The overall objective of the EVPSN 2 Network is to enhance the level of road safety ataffordable costs for the individual user as well as for the European society. Specific objectives are: - to stimulate technology transfer;- to provide a platform for ‘knowledge brokering’; - to facilitate co-operation;- to cluster research projects in the field of passive safety;- to establish links with related networks;- to identify ‘white spots’ and initiate new RTD projects;- to promote the interests of the passive vehicle safety community;- to disseminate the results of passive safety research.

Description of the workThe network is structured into eight technology areas:- accident data; - biomechanics; - virtual testing; - dummy and test methods; - restraint systems; - vehicle crashworthiness; - material technologies; - medicine & injury costs.There are also eight users’ groups and seven work packages.WP1: network management;WP2: strategy, planning & project initiation: project integration and researchharmonisation, identification of ‘white spots’, initiation of new projects and passivesafety strategy development;WP3: mapping of core competencies;WP4: coordination of RTD: links between projects, widening the scope of activities ofindividual projects, enlarging their scientific and technical frameworks towardsintegrated solutions and improve consistency and co-ordination between runningprojects;WP5: user groups ensure that research is disseminated to European industry andservice providers, generating the essential feedback from these communities to ensureoptimum research goals and methodologies;WP6: education & training: public awareness, educational programmes, mobility ofresearchers;WP7: dissemination & exploitation of research results within the member organisations,industry and society.

European Veh ic le Pass ive Safe ty Network 2

280


Expected results- clustered RTD projects;- new RTD projects;- PSN website;- workshops;- annual conference;- annual state-of-the-art report;- annual market review;- reports on new developments in the technology areas;- database comprising the core competencies in the field of vehicle passive safety

including EEC countries and new member or associated states;- training courses and educational programmes; - public awareness campaigns;- links to other networks.

Title : European Vehicle Passive Safety Network 2

Acronym: EVPSN2

Contract N°: G3RT-ct 2001-05074


Total Cost : €900 000



Duration: 24 months

Scientific Coordinator : Professor dr.ir. J.S.H.M. WISMANSOrganisation: TNO AUTOMOTIVE

PO BOX 6033NL-2600 JA DELFT

Contact: A. Mahieu Tel: +31 15 269 7054Fax: +31 15 262 4321


EC Officer: Patrick MercierTel: +32 2 296 8329Fax: +32 2 296 3307


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THEMATIC NETWORKS



TNO Automotive TNO NLCentro di Ricerche Fiat CRF IDaimlerChrysler AG DC AG DFord Werke AG FORD DLAB (PSA / Renault) LAB FVolkswagen AG VW DAmpafrance S.A. Ampafrance FAutoliv GmbH Autoliv DCrashtest – service. com GmbH Crashtest – service. com DCAD FEM GmbH CAD FEM DConcept Technology GmbH CONCEPT DDelphi Automotive systems DELPHI DESI software ESI FFAURECIA FAURECIA FJohnson Controls Johnson DMECALOG Sarl MECALOG FTRW ORS TRW DADtranz ADtranz UKCranfield Impact Centre Ltd CIC UKGDV GDV DBolton Institute, Bolton Automotive Group Bolton UKChalmers University Chalmers SUniv. Politéctica de Madrid UPM EInstitute für Kraftfahrwesen IKA DNational Technical University of Athens NTUA ELPolitecnico di Milano PoliMi IPolitecnico di Torino PoliTo ILoughborough University VSRC UKUniversity of Eindhoven TU/e NLUniversity of Technology Graz TUG AUniversity of Birmingham BASC UKUniversität und ETH Zürich ETH CHUniv. Louis Pasteur ULP FWarsaw Univ. of Technology (VISEB) VISEB PLCIDAUT CIDAUT EIFAM Fraunhofer IFAM Fraunhofer DIDIADA IDIADA EINRETS INRETS FOrthopädisches Forschungsinstitut (OFI) OFI DSkoda Vyzkum SKODA CZMIRA MIRA UKStandard Institution of Israel (SII) SII ILTRL TRL UKTÜV Automotive GmbH (TUV) TUV D

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THEMATIC NETWORKS

Project ObjectivesThe overall goal of the Thematic Network on Floating Structures Technology is tomaintain and increase European leadership in the field of floating structures tech-nology in the global market.The TN objective is to improve the cost-effectiveness of floating structures technologyfor the offshore industry, particularly in deep waters and harsh environments, whilemaintaining and increasing respect for safety and the environment. This will beachieved by initiating and effectively managing a programme of work aimed atestablishing a common knowledge base and co-ordination of RTD activities.

Description of the workThe network is organised into seven thematic areas:TA1: Improved tools for hydrodynamic and structural analyses;TA2: Station keeping systems: mooring and dynamic positioning; TA3: Riser technology;TA4: Marine operations including platform removal; TA5: Efficient topside facilities and processing;TA6: Ultra deep-water floaters;TA7: Cost-efficient floating production systems.The thematic network consortium consists of about 37 partners from 11 countries thatrepresent a major part of the European industry related to technology, design,fabrication, installation and operation of floating structures. Several of the partnershave also participated in the most relevant EU projects related to the scope of thisthematic network. Some of the relevant projects have also been co-ordinated bynetwork partners.

Expected resultsThe community added value of the network derives from the establishment of the stateof the art of floating structures technology world-wide and a common priority outlinefor future research. This includes a European information system for R&D for theoffshore industry. Direct access to relevant industry experience will form a rationalbasis for standardisation and policy development. Market needs, state-of-the-artdescriptions, identified knowledge gaps and proposed research topics will provide theinput for prioritising further research and technology development. This will enablemore focused RTD programmes and ensure that they address the needs of industry,which will improve growth of the industry and create sustainable employment.

Themat ic Network on FLOATing St ruc tu res

TECHnology


Title : Thematic Network on FLOATing Structures TECHnology

Acronym: FLOATTECH



Total Cost : €1 500 000



Duration: 48 months

Scientific Coordinator : Magne NYGÅRDOrganisation: AKER KVAERNER TECHNOLOGY

PO BOX 248, LILLEAKERNO-0217 OSLO

Contact: Magne Nygård Tel: +47 2294 5993Fax: +47 2294 6395





Aker Maritime Aker NOMCS International MCS IRLDet Norske Veritas DNV NOInstitut Français du Pétrole IFP FCoflexip Stena Offshore CSO FAMEC Offshore Services Ltd. AMEC UKBouygues Offshore Bouygues FKværner Oil & Gas a.s. Kvaerner NO

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THEMATIC NETWORKS

Project ObjectivesThe Thematic Network FURORE establishes a platform of stakeholders and creates anAutomotive R&D Technology Roadmap describing breakthrough technologies forvehicles of the year 2020 and beyond. The network focuses predominantly on roadvehicles powered by internal combustion engines, but will also analyse potentialbreakthrough technologies in alternative fuels and systems such as hybrids and fuelcells. FURORE serves as an umbrella to co-ordinate dissemination efforts and initiatenew networks. Its objectives are the analysis and classification of potential breakthrough technologiesand the indication of timeframes for demonstration. The network initiates basicresearch activities for the development of these technologies by universities and R&Dorganisations, enabling product development by the automotive industry and providesinput for future research programmes through more transparency in automotive R&D.

Description of the workThe innovative character of FURORE is the integration and linking of European researchnetworks within the automotive sector. The final result will be a road map describingtechnology expectations, needs and priorities for automotive research based onselected future mobility scenarios. The work involves a set of workshops for theevaluation of latest and potential road vehicle technologies, which will be drafted intoreports for individual release in print and via website. The final R&D Automotive Tech-nology Roadmap is intended to aid co-operation between industry, researchinstitutions and universities. The output of the network will be disseminated via an international symposium, apublic website for awareness and promotion of automotive science and technologyand a CD-ROM plus database of information and material generated within all theactivities.

Expected resultsThe FURORE Roadmap outlines technologies with corresponding potential ratings forthe various vehicles for the year 2020 and beyond and comparisons betweenconventional and alternative systems. It includes cost/benefit analysis, market potentialand barriers. FURORE also analyses the driving forces for innovation and technologyimprovement and their expected benefits in terms of environment, safety andfunctionality. In addition, aspects of the timing of launch and acceptance of the newtechnologies are considered.

Future Road Veh ic le Research –

A Roadmap fo r the Futu re


Title : Future Road Vehicle Research – A Roadmap for the Future

Acronym: FURORE






Duration: 15 months

Scientific Coordinator : Dr Josef AFFENZELLEROrganisation: AVL LIST GMBH

HANS-LIST-PLATZ 1A-8020 GRAZ

Contact: Dr Josef Affenzeller Tel: +43 316 787 253Fax: +43 316 787 657


EC Officer: Daniel ChironTel: +32 2 295 2503Fax: +32 2 296 3307



AVL List GmbH AVL AFEV Motorentechnik GmbH FEV DIdiada Automotive Technology S.A. IDIADA EInstitut Français du Pétrole IFP FRicardo Consulting Engineers Ltd. RICARDO UKTNO Automotive TNO NLVTT Prosessit VTT FINLe Moteur Moderne SA LMM FRWTH Aachen - IKA RWTH Aachen DConsiglio Nationale delle Ricerche – Istituto Motori CNR IUniversity of Sheffield USFD UKFraunhofer-Institut für Betriebsfestigkeit FhG/LBF DLMS International NV LMS BTRL Limited TRL UK

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THEMATIC NETWORKS

Project ObjectivesThe technical standards concerning light rail are numerous and differ considerablyfrom one place to another. Simplification and harmonisation of these standards acrossEurope would boost the light rail market and decrease the ownership costs of rollingstock and equipment for the benefit of all stakeholders and of the EU.The principal objectives of the Libertin thematic network are:- to accelerate the establishment of an internal market for light rail in the EU by

fostering harmonisation, interchangeability and modularity of light rail components,harmonisation of related legislation/regulations and tendering procedures;

- to promote the attractiveness, affordability, flexibility and sustainability of light railsystems by reducing the costs of modular components, harmonising operating rulesand procedures, and enhancing system performance to enhance thecompetitiveness of the light rail mode compared to other transport modes.

Description of the workLibertin will facilitate and stimulate the communication between the light railthematic network participants (LRT operators, industry, standardisation bodies,research organisations, etc.) in order to establish proposals for new technical LRTstandards. Initially, Libertin will draw heavily on the conclusions of the EU study‘Obstacles to Internal Market for Rail Mass Transit’. Work of other EU projects andnational research in the LRT domain will be integrated as well. Through differentrounds of consensus building the initial input will converge and develop to reflect theview of the majority of the members resulting in proposals for new LRT standards.The work of Libertin is in line with the Joint Strategy for European Rail Research,continues the efforts of the MARIE initiative and contributes on the long termperspective to the Strategic Research Agenda of ERRAC. Exchange of information is structured around workshops with the experts,dissemination through publications and special events. For more information seewww.libertin.info

Expected resultsIt is expected to find consensus on a large number of issues posed and discussed in thisthematic network for light rail between participants. Deliverables include proposals onnew LRT standards, on a standardised format for the tendering process and on therelationship between the European and overseas markets for LRT. Furthermore, amaster plan for future research and continuous input to ERRAC including an action planfor implementation of Libertin results at the end of the project.

L igh t Ra i l Themat ic Network


Title : Light Rail Thematic Network

Acronym: Libertin



Total Cost : €1 100 000



Duration: 30 months

Scientific Coordinator : Nils JänigOrganisation: TRANSPORTTECHNOLOGIE-CONSULT

KARLSRUHE GMBH (TTK)TTK, GERWIGSTRASSE 53D-76131 KARLSRUHE

Contact: Nils Jänig Tel: +49 721 62503 31Fax: +49 721 62503 33





TransportTechnologie-Consult Karlsruhe GmbH TTK DUnion of European Railway Industries UNIFE BInternational Association of Public Transport UITP BDie Ingenieurwerkstatt, Gesellschaft für Lifecycle-Engineering mbH DI DAtkins Danmark / Atkins Transportation Scandinavia Atkins DKAEA Technology Rail AEAT UKSémaly SA Semaly F

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THEMATIC NETWORKS

Project ObjectivesThe objective of the thematic network PREMTECH II is the coordination of a group ofprojects, funded at EC level, dealing with the development of clean, efficient andintelligent internal combustion engines running on conventional or alternative fuels.PREMTECH II is designed to facilitate networking of organisations, coordination ofactivities and exchange and dissemination of knowledge so as to optimise researchefforts, reach critical mass and enhance impact at European level. The network bringstogether industry, universities, research centres, users, research infrastructures andother relevant stakeholders around the common S&T objective of improved fuelefficiency and reduction of emissions stated in the priorities of the Key Action 3 ‘Landtransport and marine technologies’, while showing still acceptable vehicleperformance in order to fulfill customer requirements and expectations to besuccessful in the market.

Description of the workThe pollutant emission reductions and the conservation of natural resources is carriedout in cooperation with EC services for solving the problems at European level with aview to increase the support to EU policies.The network activity is structured according to five work packages:- assessment of the international state of the art, identification of gaps in the RTD

activities, definition and updating of the joint RTD strategy and plans;- development of thermodynamics models and evaluation of engine performance;- implementation and application of macroeconomic models analysing cost and

emission effects of new technologies;- definition of coordinated cross-fertilization plans in order to improve the

dissemination of project outcomes;- provision of the basic infrastructures needed to operate the network.

Expected results- identification of linkages and a better integration of the network projects with

facilitation of the technology transfer in view of achieving the overall strategic goalof high fuel conversion efficiency combined with low emissions;

- design and updating of the road map of internal combustion engines;- cost-effectiveness assessment of measures concerning the advanced technologies of

internal combustion engines taking into account the integration with othertechnologies.

Ef f ic ien t and Low Emi t t ing Propu ls ion

Techno log ies


Title : Efficient and Low Emitting Propulsion Technologies

Acronym: PREMTECH II

Contract N°: G3RT-CT-2001 05028

Proposal N°: GTC1 2000 28044




Duration: 48 months

Scientific Coordinator : Giorgio CORNETTIOrganisation: META-RICERCHE S.N.C.

VIA SERVAIS 200/ZI-10146 TORINO

Contact: Giorgio Cornetti Tel: +39 011 729252Fax: +39 011 7724663





META-Ricerche (coordinator) META ICentro di Ricerche Fiat CRF IDaimlerChrysler AG DC AG DVolkswagen AG VW DNational Technical University of Athens NTUA ELKatholieke Universiteit Leuven KULeuven B

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THEMATIC NETWORKS

Project ObjectivesThe strategic objective of SAFER EURORO II is to integrate safety cost-effectively withinthe design process in a way that safety ‘drives’ ship design. The scope of the TN is toprovide the necessary motivation and stimulation towards the development of a formalstate-of-the-art design methodology to support and nurture a safety culture paradigmin the ship design process by treating safety as a design objective rather than aconstraint. In view of the varying nature of the technical information necessary in theattempt to formalise the safety assessment and design processes, the overallprogramme is structured as a cluster of individual thematic areas, each addressing aspecialist field in ship design and operation. In this respect, five areas are considered: - design for structural safety;- design for ship and cargo survival;- design for passenger survival;- design for seaworthiness;- design for fire safety.

Description of the workThe principal focus is to effectively coordinate RTD activities aiming to ensure therealisation of a formalised ‘design for safety’ methodology for routine application inthe shipyards, by utilising advanced design techniques to integrate and exploit thedevelopment of relevant critical technologies and risk-based frameworks, and todemonstrate the practical applicability and potential of the proposed methodology inthe design and operation of Ro-Ro ships. The activities of the TN started on 1 October1997, for a period of four years, initially involving 33 contracted participants as a Type1 TN, but has grown to 92 participants from 16 countries in EU and Associated Statesoperating as a Type 1.5 TN. The activities of the TN are now continuing in its secondfour-year period as a Type 2 TN. Specific elements of the work include:- development and strengthening of links and synergy within each thematic area to

ensure effective integration, facilitating concurrent engineering practices whilstaccounting for the requirements dictated by the evolution of ship design andoperation;

- systematic monitoring, review, analysis and transfer of technological developmentswithin each TA in support of risk-based methodologies and design integrativeprocesses;

- synchronise research effort through scheduling of the pertinent but diverse researchactivities involved in the RTD projects, through purposely organised meetings andworkshops and through appropriate dissemination and knowledge transfer;

- identification and integration of relevant trans-network research activities, as wellas activities from other EU programmes and key actions;

- maintain and support a research direction that is clear enough and well suited tothe targeted objectives of the industry;

- retain emphasis on the generic nature of the formalism to ascertain capability ofapplication to all safety-critical vessels whilst accounting for wider aspects of shipsafety and to facilitate the formation of a European Research Area on the basicunderlying philosophy of ‘design for safety’.

Design fo r Safe ty : An In tegra ted Approach to

Safe European Ro-Ro Fer ry Des ign


292

Expected results- technical reports;- state-of-the-art research reviews;- definition and refinement of a common interest matrix; - evaluation and selection of technical tools; - evaluation and selection of safety assessment methodologies; - evaluation and recommendations for improvement of current design methodologies; - data and knowledge bases; - recommendations of targeted R&D;- conferences, seminars, workshops;- coordination of activities with other thematic networks; - regular newsletters and a web site.

Title : Design for Safety: An Integrated Approach to Safe European Ro-Ro Ferry Design

Acronym: SAFER EURORO II

Contract N°: GTC1-2001-43008





Duration: 48 months

Scientific Coordinator : Professor Dracos VASSALOSOrganisation: SHIP STABILITY RESEARCH CENTRE, UNIVERSITY OF

STRATHCLYDE48 NORTH PORTLAND STREETUK-G1 1XN GLASGOW

Contact: Professor Dracos Vassalos Tel: +44 141 548 4092Fax: +44 141 552 2879






Ship Stability Research Centre SSRC UKWEGEMT WEGEMT UKNational Technical University of Athens NTUA ELDet Norske Veritas DNV NODeltamarin DELTA FINGermanischer Lloyd GL DWS Atkins Consultants WSA UKNetherlands Organisation for Applied Scientific Research TNO NLRegistro Italiano Navale RINA ISirehna SIR FDanish Maritime Institute DMI DKAlstom Chantiers de l’Atlantique CDA FFincantieri Cantieri Navali Italiani FINCANTIERI IColor Line Marine COLOR NO

293

THEMATIC NETWORKS


Project ObjectivesTo stimulate growth and efficiency within the European rail industry a networkbetween academia, operators and suppliers should be created to allow cross-fertilisation, encourage the exchange of information and drive commerciallysignificant research.The European railway system is undergoing two major changes:- separation of the infrastructure management activity from that of train operation;- the opening up of the rail network to new entrants.There is a real danger of critical knowledge being dispersed and lost through railindustry fragmentation. This will put increased pressure on a network already facedwith new challenges in the fields of international services and tram/train intermodality.

Description of the workThe mission statement :- to enhance safety standards within the rail industry;- to improve global system safety through vehicle research, procedural systems

analysis and training;- to integrate land transport industries by cross-fertilisation and full co-operation

between researchers, system integrators and suppliers; - to recommend innovative research (leading to individual proposals), priorities for

future research actions and identify (virtual) centres of excellence.Meeting the challenge demands a new global or holistic approach to the safety of theentire rail system to ensure that any actor in the European railway system, along withhis personnel and his hardware, is able to maintain the same high level of safetyachieved prior to the changes in their relationships.The TRAINSAFE thematic network has a remit to advise, coordinate and support theactivities necessary to implement the safety strand of the European rail research andtechnical development strategy. TRAINSAFE will create links to key actors and researchemanating from other transport modes. The objective is to set up a network of experts,establish a programme of workshops chaired by leading industry personalities, identifycentres of excellence, mobilise a network of excellence and run a website for thebenefit of the European railway industry as a whole. The aim of these workshops is tocreate an environment in which leaders in the field can identify and promote futureprojects, emerging standards, guidelines and best practice. A major output of thenetowrk is expected to be the identification of priorities for research related toharmonised specifications and norms and the motivation of consortia to undertakethat work. The TRAINSAFE network will consider all forms of rail transport. Passenger, regional,high speed, metro and light rail (tram) systems and, where applicable, railfreight shallbe targetedThe TRAINSAFE thematic network shall be flexible by nature. The project will be able toadapt to external influences such as new types of accident and new priorities for safetyfrom within the rail industry.The network shall aim to include partners from all aspects of the rail industry, includingequipment manufacturers, university research departments, infrastructure managers,train operators and national and European standards bodies. Due to the strong supportof UNIFE members, and future links to AEIF and CER/UIC, industry participation shall bewidely based.

Rai lway In te roperab le Manufac tu re and

Modula r Safe ty

294


Some other likely deliverables will include:- assessment of the implications of work already undertaken by ERA and WS Atkins on

behalf of the European Commission;- guides for harmonisation and standardisation bodies covering the introduction of

new materials and innovative technologies;- a proper appreciation of the role of maintenance issues as a key element in

achieving continuous safety;- visible acceleration in the implementation of the European Commission Directives

on conventional rail interoperability and safety by the early identification ofenabling research.

Expected resultsThe project global output will primarily be an input into KA2 of the ERRTDS,contributing towards a holistic approach to railway safety, to safely fulfil the need tomove greater numbers of trains at increased speed on common infra-structure, asdetailed in KA2, which will in turn allow the research into the following areas:- a network of shared test facilities with common acceptance procedures for

telematics and other safety critical systems;- improved capability of monitoring and diagnostic methods for vehicles, signalling

and infrastructure systems to maintain high levels of availability and productivity;- improved vehicle and infrastructure design and maintenance techniques possibly

based on practice used in the aerospace sector;- new maintenance recording technologies; - common monitoring and assessment methods and regimes to identify endemic

technical failures to give feedback to design and product development processes.

Title : Railway Interoperable Manufacture and Modular Safety

Acronym: TRAINSAFE

Contract N°: G3RT-CT2001-05056

Proposal N°: GTC1-CT2001-43015

Total Cost : €2 400 000



Duration: 30 months

295

THEMATIC NETWORKS


Scientific Coordinator : Dr Peter WELLSOrganisation: ADVANCED RAILWAY RESEARCH CENTRE,

UNIVERSITY OF SHEFFIELDPORTABELLO 217UK-S1 4DP SHEFFIELD

Contact: Mark Robinson Tel: +44 114 222 0150Fax: +44 1145 222 0155





Advanced Railway Research Centre ARRC UKThe Union of European Railway Industries UNIFE BAdTranz Europe ADT-EU BAdTranz ADT-PT PUniversity of Berlin UNIBER DCostaferroviaria S.p.A. COSTA ICAF CAF EINEGI University of Porto INEGI PSNCF SNCF FMotor Industry Research Association MIRA UKSkoda Research SKODA CZVUKV Prague VUKV CZMecalog MEKA FWS Atkins ATKINS UKTransport Research Laboratory TRL UKCAD FEM GmbH CADFEM DAlusuisse ALUSU DAEA Technology BV AEAT NLCorus CORUS NL

296


2 . T e c h n o l o g i c a l p l a t f o r m s


Project ObjectivesThe DI diesel engine, inherently capable of achieving very low CO2 emissions, has thedrawback of enhanced NOx emissions beside the typical particulates. Even if theEuropean NOx emissions limits for passenger cars have been higher for dieselcompared to gasoline cars in order to compensate their CO2 advantage so far, thescope of the technology platform is to develop DI diesel passenger cars as clean asgasoline cars of the year 2005 but with lower CO2 emissions compared to today's DIgasoline cars. But high efficiency and minimised emissions are conflictingrequirements considering today's technology options. Therefore manufacturers arechallenged to develop combustion engines able to keep pace with these requirementsfulfilling customer requests and expectations regarding the overall fleet fuelconsumption and emissions.

Description of the workThe scope of D-ULEV is to develop DI diesel cars by using advanced technologiesregarding fuel injection and homogeneous combustion, valve control and thermalmanagement and, if necessary to fulfil the emission targets, exhaust gas after-treatment with NOx reduction catalysis and particulate trap. The injection research willbe the basic technology to which combustion optimisation and valve control will beapplied. Two different engine sizes will be investigated to identify the respectiveoptimally suited technology for each vehicle class. One of these engines will beequipped with high-pressure injection (160 MPa) based on the electro-magneticactuator technology and an electro-hydraulic variable valve actuation system, while theother is defined by an advanced piezo-electric common rail system with very highinjection pressure (>180 MPa), multiple injection and the possibility to use a variablevalve timing system.

Expected results- prototypes of EH-WA (Electro-Hydraulic Variable-Valve Actuation) actuators;- electro-magnetic injectors, developed in D-ISELE project;- high-pressure piezo injection, developed in D-Cycle project;- two mid-term assessment engines (WA-DI diesel/high-pressure piezo DI diesel) test

results;- decision on exhaust gas after-treatment system;- assessment of the Impact of the two HCCI diesel engines.

Low CO2 ULEV D iese l Passenger Car

300


Title : Low CO2 ULEV Diesel Passenger Car

Acronym: D-ULEV



Total Cost : €5 700 000



Duration: 48 months

Scientific Coordinator : Gernot HERTWECKOrganisation: DAIMLERCHRYSLER AG

D-70546 STUTTGART

Contact: Rainer Aust Tel: +49 711 172 0753Fax: +49 711 175 9799





AVL List GmbH AVL ACRF Società Consortile per Azioni CRF IDaimlerChrysler AG DC AG DInstitut Français du Pétrole IFP FIstituto Motori – Consiglio Nazionale delle Ricerche IM-CNR IRheinisch-Westfälische Technische Hochschule Aachen VKA D

301

2 TECHNOLOGICAL PLATFORMS


Project ObjectivesThe main objective is to reduce fuel consumption/ CO2 emission of passenger cars withgasoline engine through downsizing and turbocharging. The insufficient low-endtorque and starting performance problems have to be solved by using technologieswith moderate additional costs in order to ensure customer acceptance. The instal-lation of a typical engine into vehicle is to validate the best practice of fuel consump-tion reduction with technology feasibility.

Description of the workWithin the project a new engine with new turbocharger will be built up.This is necessary to develop the different technologies in a short time and to use thespecial knowledge of the participants. The work is organised in seven work packagesand will lead to: - engine simulation: development of an advanced simulation tool including auto-

ignition, steady state and transient behaviour of the engine;- definition of turbocharger requirements;- variable geometry turbocharger: design, test of a variable geometry compressor

and variable geometry turbine;- powertrain 1 L: design of the downsized turbocharged 1 L gasoline engine;- vehicle validation 1 L: layout, construction and tests of the 1 L turbocharged engine

in the vehicle;- vehicle simulation: layout and design of 1.4 L gasoline powertrain as database for

vehicle simulation; modelling of engine, transmissions starter/alternator andstart/stop device; vehicle simulation and variation of parameters;

- determination of cost/emission effects: analysis of costs and emission effects ofusing the TREMOVE tool.

Expected results- new simulation tools including knock resistance for layout of future downsized

turbocharged gasoline engines;- compact class vehicle with 1 L engine: lower fuel consumption and CO2 emission

compared to basic 1.6 L engine;- new variable geometry turbocharger for gasoline engines;- vehicle simulation results to show the potential in fuel consumption/ CO2 emission

new technologies of drive train.

Gasol ine Eng ine Turbocharg ing - Advanced

Gaso l ine Power t ra in fo r Reduced Fue l

Consumpt ion and CO2 Emiss ions

302


Title : Gasoline Engine Turbocharging – Advanced Gasoline Powertrain for Reduced FuelConsumption and CO2 Emissions

Acronym: GET CO2



Total Cost : €5 645 751



Duration: 42 months

Scientific Coordinator : Dr Afif AHMEDOrganisation: REGIENOV

1 RUE DU GOLFF-78288 GUYANCOURT CEDEX

Contact: Afif Ahmed Tel: +33 14 777 9594Fax: +33 14 777 2032





Honeywell Garrett Garrett FUniversity of Leeds UNIVLEEDS UKPSA Peugeot Citroën PSA FVolkswagen AG VW D

303



Project ObjectivesThe strategic aim of the SUVA project is the development of a marketable and cost-effective hybrid powertrain by a common effort between the concerned partners. Thisshould lead to significant reductions in fuel consumption and therefore higher energyefficiency. It should be fully acceptable to the customer due to its performance,reliability and hybrid-specific surplus values. Furthermore, it should maintain thecompetitiveness and attractiveness of the European car manufacturers by new productinnovations. The output of this project should lead to an effective and seriouscontribution for future needs in new transport means and concepts. Therefore thisproject is clearly focused on the development of a marketable hybrid powertrain inthree years.

Description of the workUnder the boundary conditions of minimal modification of conventional powertrains,low additional costs by car chassis and body modifications, high efficiency and lowcomplexity of the hybrid powertrain and space requirements, the choice of the mostappropriate design for a successful market introduction was the single shaft parallelhybrid. This could only be overcome by research and development of key componentsmaking use of new technologies. Because the adaptation to a specific platform can onlybe executed by the car manufacturer itself, it is planned to build up three differentdemonstrators which are well adapted to a specific model family at each of the carmanufacturers.The main problems of hybrid powertrains (weight, cost and component complexity)will be treated in the project by the following five main areas of operation:- electric motor;- energy storage;- energy management;- electronics;- engineering design (construction).

Expected resultsIt is expected that at the end of the project a drivable prototype of a hybrid vehicle willdemonstrate the feasibility of a cost-competitive system, which will fulfil the customers’requirements for comfort as well as emission control regulations. The development ofthe three different hybrid cars will prove its adaptability in every car weight class.Because competing alternative approaches like fuel cell or electric cars will not beavailable in significant volumes with competing costs, the hybrid drive is the onlytechnology with the potential to occur on the market as a mass-product within the nextthree to six years.

Surp lus Va lue Hybr id

304


Title : Surplus Value Hybrid

Acronym: SUVA



Total Cost : €6 835 764



Duration: 36 months

Scientific Coordinator : Institut für Kraftfahrwesen AachenOrganisation: RWTH-AACHEN

TEMPLERGRABEN 55D-52056 AACHEN

Contact: M. CRAMPEN Tel: +49 241 88 61 170Fax: +49 241 88 61 110





Rheinisch Westfälische Technische Hochschule Aachen RWTH.IKA DDaimlerChrysler AG DC AG DCentro di Ricerche Fiat CRF IVolkswagen AG VW DConsortio Ricerca Energia Applicazioni Tecnologiche Elettromagnetismo CREAT.DIS I

305



Project ObjectivesOne of the main challenges to be addressed by the European maritime industries is tofollow up the successful pattern introduced by the other major European industries,particularly the aerospace industry, and to effectively integrate informationtechnologies into the ship’s life cycle process. Consolidation, mutual co-operation andrationalised effort to utilise technologies to their greatest effect can only strengthenthe European shipbuilding industry. This proposal focuses upon integrating currenteffort dispersed throughout Europe to provide a standardised platform upon which avariety of maritime industries can function. It will eventually help European maritimeindustries to:- maintain and improve their position against worldwide competition by improving

their knowledge and technological skills;- combine competitiveness/profitability with safety and environmental protection;- look at technology and innovation as the main way to survive in the global

international market.

Description of the workThe project aims to integrate and simulate critical technologies of ship systems toensure safe and reliable transportation of goods and people. This necessitates that dueattention is paid and concerted effort expended in the conception and development ofan integrated platform to allow for systematic integration, management and testing ofthe various technologies to ensure overall design optimisation and productperformance, while addressing all the life phases of the ship including design,production, operation and disposal. Though the virtual platform will be generic, thefocus of the ship platform will be on a ROPAX, as awareness of safety problems in thisarea is at a high level after recent tragedies. It will enable intact and damage stabilityrequirements to be more easily met by simulating a ship in various sea conditions, andit will allow the simultaneous design of optimum evacuation routes and the evacuationprocedures which utilise these routes.

Expected resultsThe resulting platform will provide short- and medium-term benefit to European shipoperators, regulatory bodies and shipbuilders and longer term benefits to the maritimeindustry as a whole through the embedding of technology into the fabric of designing,building and operating the ships of the future. The project will improve safety bothwithin the workplace through enhanced construction planning procedures, and at seaby improving the ship design generally and allowing operational simulations.

L i fe -Cyc le V i r tua l Rea l i ty Sh ip System(s )

306


Title : Life-Cycle Virtual Reality Ship System(s)

Acronym: VRSHIPS-ROPAX 2000

Contract N°: GR3D-CT-2001-00506


Total Cost : €11 697 709



Duration: 48 months

Scientific Coordinator : Alex H. B. DUFFYOrganisation: UNIVERSITY OF STRATHCLYDE

CAD CENTREDEPT. DESIGN MANUFACTURE & ENGINEERINGMANAGEMENTUNIVERSITY OF STRATHCLYDE75 MONTROSE STREETUK-G1 1XJ GLASGOW

Contact: Alex H. B. Duffy Tel: +44 141 548 3005Fax: +44 141 552 0557




307




AKER Finnyards AFY FINBAE Systems BAE UKBalance Technology Consultants BALANCE DBarcelona Port Authority APB EBritish Maritime Technology LTD BMT UKBureau Veritas SA BV FAlstom Chantiers de l’Atlantique CDA FColor Line Marine Colour Line NOCONS.A.R. Italian Ship Owners Research Consortium CONSAR IShip Design and Research Centre CTO PLDassault Systemes FDeltamarin Ltd. Deltamarin FINTTS Ships Equipment TTS DHamburgische Schiffbau-Versuchsanstalt HSVA DInlecom UKInstitute de Recherches de la Construction Navale IRCN FInstituto Superior Tecnico IST PIzar Construcciones Navales IZAR EKamewa KAM STribon Solutions AB TBS SLund, Mohr & Giæver-Enger Marin LMG NOMaritime Research Institute Netherlands MARIN NLJos L. Meyer (Meyer Werft) DMaritime Transport Research Unit, Napier University MTRU UKNapa Oy NAPA FINNational Technical University Athens NTUA (LSMH) ELNational Technical University Athens NTUA (SDL) ELOdense Production Information OPI DKOdense Steel Shipyard OSS DKSirehna Sirehna FSSPA Maritime Consulting SSPA SUniversity of Strathclyde (CAD Centre) SU-CADC UKUniversity of Strathclyde (Ship Stability Research Centre) SU-SSRC UKStoczinia Szczecinsdka Porta Holdings SA SSPH PLTechnical University of Hamburg Harburg TUHH DUniversity of Newcastle upon Tyne UNEW UKUniversity of Patras UPAT ELTechnical Research Centre of Finland VTT FINWEGEMT WEGEMT UK

308


309

Project ObjectivesDuring the last years, ongoing developments (new products and intelligent services)have increased the effectiveness for each single mode. The interlinking of the differentsystems, which is a necessity for intermodality, has only started. The recent White Paper on transportation issued by the European Commission on 14September 2001 reports extensively the present critical socio-economical situation andrelevant policy guidelines, where intermodality has a lion’s share. The EU policies for alternatives to road freight transport means also dominated the5th FP direction, particularly the application projects which either target the optimi-sation of the road transport or the promotion of alternative modes (sea, rail and air). Alarge amount of projects have tackled different aspects of the problem and fromdifferent points of view.

Description of the workThe scope of this project is to select a number of ship/terminal technologies with adocumented potential for improving the efficiency of multimodal chains using water-borne transport as a key element. These enabling technologies will be evaluated atphysical demo sites. Modifications/adaptations to these technology elements will beperformed in order to integrate individual technologies in a unique ship/shore system.These data will also be used as input for the simulation. The enabling technologiesintegrated into the multimodal door-to-door transport chain are evaluated throughsimulation from functional and economic point of view. The impact of these tech-nologies on the overall intermodal transport chain will be also assessed.

Expected resultsINTEGRATION has a number of different objectives, all pertaining to the enhancementof the intermodal door-to-door transport system. The most significant are:- to improve potential of small/medium ports having small spaces available to

perform as larger hubs; - to integrate and validate systems for horizontal transhipment in a maritime

terminal, in order to improve ship/rail interoperability for different loading units(containers and swap bodies);

- to validate automated cargo handling and lashing operations by AGVs;- to validate the Ro-Ro feedering of containers at a transhipment terminal, by

combining quay cranes and AGVs, and to assess the benefits achieved by theconsequent relief of quay cranes operation;

- to optimise Ro-Ro ship design for automated unitised cargo handling;- to identify new concept ships, to maximise ship operation performances and cargo

handling efficiency; - to validate the effectiveness of dry port concept in order to improve harbour

capacity;- to improve short sea/feedering transport of small port to play a key role in order to

allow wider distribution of freight by sea.

In tegra t ion o f Sea Land Techno log ies fo r an

Ef f ic ien t In te rmodal Door to Door Transpor t



Title: Integration of Sea Land Technologies for an Efficient Intermodal Door to Door Transport

Acronym: INTEGRATION



Total Cost: €9 704 748


Starting Date: NA

Duration: 36 months

Scientific Coordinator: Dr Carlo CAMISETTIOrganisation: CETENA S.P.A.

VIA IPPOLITO D’ASTE 5I-16121 GENOVA

Contact: Dr Carlo CamisettiTel: +39 10 599 5483Fax: +39 10 599 5790




310



CETENA S.p.A CET IIzar Construcciones Navales S.A. IZAR EFincantieri Cantieri Navali Italiani S.p.A. FINCANTIERI ITTS Ships Equipment TTS S SCIRO S.r.l. SCIRO IBritish Maritime Technology LTD BMT UKLogIT LOGIT NOMedcenter Container Terminal MCT IDFDS Tor Line A/S DFDS DKGrandi Traghetti S.pA. di Navigazione GF IDet Norske Veritas AS DNV NONDC Automation AB NDC STFK Transportforschnung GmbH TFK DSSPA Marine Consulting AB SSPA SUniversities of Glasgow and Strathclyde, Department of Naval Architecture and Marine Engineering SSRC UKShip Design and Research Centre CTO PLPort Authority of Livorno APL IGöteborgs Hamn AB PGOT SSEQUOYAH International Restructuring SIR BVereniging Nederlandse Scheepsbouw Industrie VNSI NLSARLIS SARLIS ELInstitut National de Recherche sur les Transports et leur Sécurité INRETS FNouveaux Espaces de Transport en Europe (Application Recherche) NESTEAR FNational Technical University of Athens NTUA ELStudio BUFFA BUF I

311



I n d e x e s


3D-STRUCTURES 98ACES 80ADVANCE 118AE-WATT 244AHEDAT 40ALICE 74ALIVe 258ALJOIN 142APOLISS 68ARROV 262ART-DEXA 42ARTEMIS 82ASAPP ONE 232ATECS 30AURORA 196AUTOTRACKER 260Beltess engine 64BONDSHIP 198CALM 84CARGOSPEED 234CHILD 120CLARESCO 134CLEANRCAB 136CLEVER 58COMET 44COMPASS 170CONVURT 148CORRUGATION 150COSIME 110CRASH COASTER 176CRICE 10D-CYCLE 12DISCO 178D-ISELE 14D-LEVEL 16DOCKLASER 200DOCKWELDER 202D-ULEV 300EC-DOCK 238ECOPAINT 204EDIP 166EFFISES 248EFFORT 172EFTCoR 206ELEGT 18ELVAS 32EMF 100ERAMAR 270ERANET 273ERASTAR 277

EREBIO 60EROCAV 210ERS 152EUCLIDE 138EUDD 144EVPSN 2 280Expro-CFD 264FANTASTIC 180FASDHTS 228FASTPOD 212FCShip 214FIRE-EXIT 182FLOATTECH 283FLOWMART 174FPEC 20FUNIT 34FURORE 285GEMCAR 112GET-CO2 302GET-DRIVE 02GET-ENGINE 04G-LEVEL 06HARDER 184HIGH DENS 102HIMRATE 160HIPERWHEEL 154HULLMON + 246HUMOS2 122HVB 2 162HYCOPROD 146HYDROSHEET 104HYDROTUBE 106HY-SPACE 22IDD 114IDEAL 108I-LEVEL 24IMPACT 124IMPECC 46INBAT 250INFRA-STAR 156INTEGRATION 309INTERMODESHIP 252KNOWNOX 48LEADING EDGE 216LIBERTIN 287LIFETIME 218LIRECAR 70LIVALVES 36LOTUS 50MG-CHASSIS 76

MG-ENGINE 78MOBISHIP 186NANOSTRAP 52NEDENEF 26NEREUS 188NORMA 254OCTOPLUS 266OPTIPOD 220PACSCAT 256PICE 38PLANET 62PODS IN SERVICE 222PREMTECH II 289RATIN 86ROADSENSE 140ROLLOVER 126RoRoProb 190ROTRANOMO 88S@S 192SaFE FLOW 268SAFER EURORO II 291SAFETRAM 158SAFETY FIRST 194SANDWICH 230SEA-AHED 240SEAROUTES 242SHIPYAG 208SIBER 128SMILE 90SMITS 168SMOKERMEN 224SPACE LIGHT 28STID 226STYFF-DEXA 54SUVA 304SYLOC-DEXA 56TECABS 72TOHPIC 236TRAINSAFE 294TROPHY 116TROWS 92ULEV-TAP II 164VCR 08VERTEC 66VIBSEAT 94VISPER 96VITES 130VRSHIPS ROPAX 306WHIPLASH II 132

314

Index o f p ro jec ts (ac ronyms)


315

INDEXES

A. BRITO (INEGI) PAachen University of Technology: Plastics Processing DAB Volvo SABB Azipod Oy FINABB Group Services Center AB SABB Service A/S DKABB Turbo Systems Ltd CHÅbo Akademi University FIACL Ship Management SAcoustic Control SAdam Opel AG DAdtranz Bombardier Transport BAdTranz Europe BAdTranz PAdvanced Combustion GmbH DAdvanced Railway Research Centre, University of Sheffield UKAdvanced Technologies Research Institute EAEA Technology plc UKAEA Technology Rail UKÅF Industriteknik AB SAG der Dillinger Hüttenwerke DAhstrom Glassfibre oy Mikkeli Plant FINAker Engineering AS NOAker Finnyards FINAker Maritime NOAker Technology NOAlcan CHAlcan Alesa Engineering Ltd CHAlcan Mass Transportation Systems, CHAlcan International Limited UKAlcan Technology & Management Ltd CHAlcatel Submarine Network - Marine DKALGOSYSTEMS S.A. ELAlpha Marine Limited ELALSI – PENTA Zeolithe GmbH DAlstom Chantiers de l’Atlantique SA FAlstom Transport S.A. FAlusuisse Airex AG CHAlusuisse Swiss Aluminium Ltd. CHAlusuisse Technology & Management Ltd CHAMEC Offshore Services Ltd. UKAmerican Bureau of Shipping – Europe Ltd. UKAmpafrance S.A. FAmrose DKAnsaldo Sistemi Industriali S.p.A. IAnsaldobreda S.p.A. IAntony Patrick & Mutra Extportacao Ltd PAPC Composite AB SARC Leichtmetallkompetenzzentrum Ranshofen A

Index o f par t ic ipants


Aristoteleio Panepistimio Thessalonikis ELArmines/Ensmp-Cemef FAshland Italia S.p.a. PLAssociation des Constructeurs Européens d'Automobiles BAssociation pour la recherche et le development

des methodes et processus industriels FATE antriebstechnic u. entw. DAtkins Danmark / Atkins Transportation Scandinavia DKAudi AG DAutoliv GmbH DAUTOSIM NOAVL List GmbH AAzienda Trasporti Milanese IB.V. Ontwikkelingsmaatschappij CCM NLBAE Systems UKBalance Technology Consulting GmbH DBanverket – Swedish rail administration SBarcelona Port Authority EBASC UKBassin d’Essais des Carenes FBASt DBECORIT Railway brake manufacturer DBeijing Research Institute of Mechanical and Electrical Technology CNBen-Gurion University of the Negev ILBerliner Verkehrsbetriebe DBetrand Faure and Ecia (Faurecia) FBirmingham City Council UKBisiach & Carrù IBLG CONSULT GmbH DBLS Lötschbergbahn AG CHBlue Star Ferries S.A. ELBMT SeaTech UKBMW Bayerische Motoren Werke AG DBodewes Scheepswerf Volharding B.V. NLBolton Institute of Higher Education, Bolton Automotive Group UKBombardier Transportation SBombardier Transportation, Nuremberg DBombardier Transportation, Portugal PBOSCH DBouygues Offshore FBox Modul AB SBP UKBP Exploration Ltd UKBP Exploration Operating Company Ltd. GBBREDA Construzioni Ferroviarie SpA IBREMSKERL Railway brake manufacturer DBrissonneau et Lotz Marine FBritish Maritime Technology UKBrüel & Kjaer DKBrunel University UK

316


Bundesanstalt für Strassenwesen DBureau Veritas SA FBureau Veritas SA NLBYG Systems LTD UKCAD-FEM GmbH DCAF ECarl Bro a/s, Dwinger Marineconsult DKCEDIP Infrared Systems FCentrale Recherche S.A. FCentre Catalá del Plástic ECentre d’Etudes Techniques de l’Equipement Lyon (CETE Lyon) FCentre Européen de Recherche et Formation Avancée en Calcul Scientifique FCentre for Research and Technology Hellas/

Chemical Process Engineering Research Institute ELCentre Internacional de Metodes Numerics en Enginyeria ECentre National de la Recherche Scientifique FCentre Scientifiqueet Technique du Batîment FCentre Technique des Industries Mecaniques FCentro di Recherche Fiat ICentro Elettrotecnico Sperimentale Italiano Giacinto Motta SpA ICentro Interuniversitario Ricerca Trasporti, University of Genoa ICentros Tecnológicos de Navarra ECentrum Naukowo – Technicze Kolejnictwa PLCERAMIGHT Composites Ltd ILCETE FCETEC Consultancy Engineering & Technology Ltd UKCETEMAR SL ECETENA S.p.A. ICETENASA Fundación EChalmers University of Technology SChalmers University of Technology, Dept. Applied Mechanics SCheckmate UK Ltd UKChemnitz University of Technology DChristian-Doppler-Laboratory for Applied Computational Thermofluiddynamics ACIC UKCIDAUT ECity University London UKClausthaler Umwelttechnik-Institut GmbH DCoflexip Stena Offshore FColor Line Marine AS NOCom-C-Isis BComissariat à l’Energie Atomique FCommission of the European Communities CECCommon Rail Technologies CHCommune di Genova ICompetitive Concepts Europe Ltd UKComposite Damping Materials BConcept Technologie GmbH ACons. Armatori per la Ricerca ICONS.A.R. – Italian Ship Owners Research Consortium I

317

INDEXES


Consejo Superior de Investigaciones Cientificas –Instituto de Automaticaindustrial E

Consiglio Nationale delle Ricerche – Istituto Motori IConsortio Ricerca Energia Applicazioni Tecnologiche Elettromagnetismo IConsortium for Research&Development of Technologies

in the field of INnovative Railway TRAnsport IConsorzio Interuniversitario per la Scienza e Tecnologia dei Materiali ICONTINENTAL DCoredes (Cesa) BCorrOcean NOCorus NLCORUS - Hayange FCorus Hylite BV NLCorus Technology BV NLCostaferroviaria S.p.a. ICranfield University UKCRF Società Consortile per Azioni ICTO – Ship Design and Research Centre POLCybernetix S.A Fd’Appolonia S.p.A. IDAF Trucks NV NLDaimlerChrysler AG DDaimlerChrysler, Stuttgart DDamen Shipyards Group NLDANAOS Shipping CO. LTD. ELDanish Maritime Institute DKDanmarks Tekniske Universited DKDanStir DKDassault Systemes FDB AG DDélégation Générale pour l'Armement (DGA),

Direction des Centres d'Expertise et d'Essais (DCE) FDelfosud S.p.A IDelft University of Technology NLDelphi Automotive Systems Luxembourg SA LDELPHI Diesel Systems Ltd UKDeltamarin Ltd FINDen Norske Stats Oljeselskap A.S. NODENSO Europe B.V. NLDepartment of Computer and Information Science, University of Genova IDepartment of Science and Technology, University of Verona IDet Norske Veritas AS NODeutche Montan Technologie GmBH DDeutsche Bahn AG DDeutsche Binnenreederei DDeutscher Wetterdienst DDEUTZ AG DDFDS Tor Line A/S DKDie Ingenieurwerkstatt, Gesellschaft für Lifecycle-Engineering mbH DDigital Systems Development EDipartimento di Ingegneria dei Materiali, Università di Trento I

318


Doris Engineering FDoulopoulous Shipyards LTD ELDr. Ing. h.c. F. Porsche AG DDublin Port Company IRLDuisburg Shallow Water Towing Tank DDUROC AB SDynamics, Structures & Systems International BEADS CCR FEC-JRC-ISIS IEcole Central de Paris (CRSA) FEcole Centrale de Lyon FEcole Centrale de Nantes FEcole Nationale Superieure des Techniques et des Mines de Douai FEcole Normale Supérieure de Cachan (LMTC) FEcole Polytechnique Fédérale de Lausanne CHEcoship Engineering AB SECOSITA S.A. FEder Strahltechnik Gesellschaft, m.b.H. AEidgenössische Technische Hochschule Zürich CHElectrical Machines and Drives Group UKELECTROVAC Fabrikation elektrotechnischer Spezialartikel Ges.m.b.H. AEngin Soft Trading S.r.l. IEngineering Solutions International Ltd IRLEngineering System International Gmbh DEngineering Systems International SA FEnvirocoustics S.A. ELEPIQ Sensor-Nite BESI SA / ESI Software FEstaleiros Navais de Viana do Castelo S.A. PEthnikon Metsovion Plytechnion Athinon ELEur. Cent. Mid.-r. Weather-Forc. UKEuropäisches Entwicklungs Zentrum für Binnen – U DEuropean Association of Universities UKEuropean Community Shipowners Associations BEuropean Dredging Association BEuropean Maritime Equipment Council BEuropean Oceanographic Industry Association UKEuropean Oil and Gas Forum BEuropean Power Semiconductor and Electronics Company DEXMARoffshore BFaculté Polytechnique de Mons BFaiveley Transport S.A. FFALEX Tribology BFANTUZZI REGGIANE SpA IFaurecia siéges d’automobile S.A FFBM Babcock Marine UKFederal Institute for Materials Research and Testing DFederal Institute for Occupational Safety and Health DFederal Institute of Agricultural Engineering AFédération des Industries Nautique FFederation of Finnish Metal Engineering & Electrotechnical Industries FIN

319

INDEXES


FERESPE, Fundicao de Ferro e Aco, Lda PFERODO Railway brake manufacturer UKFerrovie dello Stato IFEV Motorentechnik GmbH DFIAT Auto S.p.a IFibrocom oy FINFinacntieri-Cantieri Navali Italiani Spa IFiReCo AS NOFirst Technology Safety Systems NLFirst Technology Safety Systems UKFjellstrand NOFleet Technology Limited CAFlensburger Schiffbau-Gesellschaft mbH & Co. KG DFlowtech International AB SFolksam SFORCE Technology DKFord Forschungszentrum Aachen GmbH DFord Forschungszentrum GmbH DFord Motor Company Ltd UKFord-Werke AG DForschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin DForschungszentrum des Deutschen Schiffbaus DForschungszentrum Terramare DFortum Oil and Gas Oy FINFoundrysoft AB SFrateur de Pourcq BFraunhofer Gesellschaft zur Förderung der angewandten Forschung e.V. DFraunhofer Institut Betriebsfestigkeit DFraunhofer-Institut für Betriebsfestigkeit DFree Field Technologies BFrench Riviera Chamber of Commerce FFrench Shipbuilding Research Institute FFriedrich-Alexander-Universität Erlangen Nürnberg DFronius Schweiflmaschinen Produktions GmbH & Co. KG AFS IFUCHS PETROLUB AG DFundacio para la Investigacion y Desarrollo en Automacion ESPFundación Tekniker EG. Theodor Freese Gmbh DGdynia Shipyard PLGeneral Electric Plastics B.V. NLGeneral Robotics Limited UKGermanischer Lloyd AG DGesamtverband der Deutschen Versicherungswirtschaft e.V. DGesellschaft für Automatisierung, Prozeflsteuerung und Schweifltechnik DGIFEN (For EMEC) FGKSS Forschungszentr. GmbH DGlasgow City Council UKGoodyear S.A. LGöteborgs Hamn AB SGrammer AG D

320


Grandi Navi Veloci S.p.A. Grimaldi Group IGrandi Traghetti S.pA. di Navigazione IGreek CIMAC Association ELGroupement Européen de Recherche sur les Hydrocarbures FGUASCOR I+D EHaas-Laser GmbH &Co. KG DHamburgische Schiffbau- Versuchsanstalt GmbH DHapag-Lloyd Container Linie GmbH DHaptica IRLHELLA DHellenic Register of Shipping S.A. ELHelsinki University of Technology FINHempelís Marine Paints A/S DKHeriot-Watt University UKHevrox EMC/Safety Services NV/SA BHITEC SUBSEA A/S NOHJS Fahrzeugtechnik GmbH & Co DHochschule für Technik und Wirtschaft Dresden (FH) DHöganäs AB SHolset engineering Co LTD UKHoneywell Garrett S.A. FHonsel GmbH DHowaldtswerke Deutsche Werft AG DHubner Gummi – und Kunstoff GmbH DHUT FINHydro Automotive Structures A/S DKI.U.T. Institut für Umwelttechnologien Gmbh DIAPETOS, S.A. ELIAS Institut für Arbeits- und Sozialhygiene Stiftung DIAV GmbH DICCS/NTUA ELICEHT/FORTH ELICER Railway brake manufacturer EIdiada Automotive Technology S.A. EIfor Williams Trailers Ltd UKIFP FIFREMER FIHC Holland N.V. NLIkerlan Ltda EImperial College of Science, Technology and Medicine UKImperial College, London UKIndependent Maritime Assessment Associates Ltd UKIndustrial de Acabados, S.A. EINEGI University of Porto PINFERT GmbH DInfineon Technologies AG DInlecom UKInnas B.V. NLInnovatum International Ltd UKInsitut fuer Verbunwerkstoffe GmbH DInst. Angewandte Chemie Berlin-Aldershof D

321

INDEXES


Inst. Nac. Engenh. Tecn. Industr. PInstitut de Recherches de la Construction Navale FInstitut f. Phys. Hochtechnologie DInstitut Français de Navigation FInstitut Français De Recherche pour L’exploitation de la Mer FInstitut Français du Pétrole /GERTH FInstitut für Seeverkehswirtchaft und Logistik DInstitut für Angewandte Chemie Berlin-Adlershof DInstitut für Kraftfahrwesen Aachen DInstitut National de Recherche sur le Transport et leur Sécurité FInstitut National de Recherche sur les Transports et leur Sécurité FInstitut National de Researche et de Sécurité FInstitut National des Sciences Appliquées FInstitut National des Sciences Appliquées de Lyon FInstitut National Polytechnique de Grenoble FInstitut National Polytechnique de Toulouse FInstitut Scientifique de Service Public BInstitute for Applied Automotive Research EInstitute for Combustion Engines List, Graz AInstitute of Materials and Machine Mechanics, Slovak Academy of Sciences SKInstitute of Sound and Vibration Research, University of Southampton UKInstitute of Technology and Materials for Energy

Processes of the National Research Council, Milano IInstituto de Meteorologia PInstituto Motori – Consiglio Nazionale delle Ricerche IInstituto Superior Technico PInstutio Nazional di Studi ed Esperienze di Architettura Navale IIntelligent Welding Automation (IWA) ApS DKInternational Association of Public Transport BInternational center for numerical methods in engineering EIrizar s. Coop EIsringhausen GmbH & Co. KG DIstituto Italiano della Saldatura IIstituto Motori – Consiglio Nazionale delle Ricerche IItalferr SpA IItalian Ship Research Centre IIUM Ship Management NOIveco MotorenForschung AG CHIveco S.p,A. IIvecoMotoren-forschung AG CHIzar Construcciones Navales EJaguar Cars UKJönkoeping University SJohannes Kepler University of Linz; Institute for

Communications and Information Engineering AJohn Crane Lips NLJohnson Controls Automotive Electronics FJohnson Matthey plc UKJohnson Matthey plc, Catalytic Systems Division UKJoint Research Centre ECJos L. Meyer D

322


Jünger GmbH Transport und Entsorgungstechnik DJURID Railway brake manufacturer DKU Leuven Research and Development BKab Seating Ltd UKT. Kalogeridis & Co Inc ELKamewa SKarlsen Verft AS NOKatamaran Konstruktions GmbH AKatholieke Universiteit Leuven BKatholieke Universiteit Leuven Research & Development BKiepe Elektrik GmbH & Co. KG DKnud E. Hansen A/S DKKockums Engineering AB SKU Leuven research and development BKungl Tekniska Högskolan SKurt-Schwabe Institut für Messund Sensortechnik e.V Meinsberg DKvaerner Masa Yards FINKvaerner Oil & Gas a.s. NOLAB (PSA / Renault) FL-B Systemtechnik GmbH DLe Moteur moderne S.A. FLear Corporation ILips BV NLLips United BV NLLISNAVE-Staleiros Navais, S.A. PLloyd’s Register UKLMG Marine AS NOLMS International NV BLogIT NOLogit Sa NOLondon Underground Ltd. UKLotus Cars Limited UKLoughborough University UKLPPA (CNRS – CdF) FLucchini C.R.S. S.R.L. ILucchini Centro Ricerche e Sviluppo ILudwig Maximilian Universität München DLudwig Maximilians Universität München, Institut für Rechtsmedizin DLund Institute of Technology SLund University SLund, Mohr & Giaever-Enger Marin AS NOm.G. mini Gears S.p.A. IM+P Raadgevende ingenieurs BV NLMacGREGOR (SWE) AB SMACOR Neptun GmbH DMAGMA Gieflereitechnologie GmbH DMagnesium Research Institute ILMagneti Marelli Sistemi Elettronici S.p.A. IMahle GmbH DMAN B&W Diesel A/S DKMAN Nutzfahrzeuge AG D

323

INDEXES


Manufacture Française des Pneumatiques MICHELIN FMaridan AS DKMarine Tech South UKMarintek NOMaritime and Coastguard Agency UKMaritime engineering & technology for transport, logistics and education FMaritime Research Institute Netherlands NLMaritime Simulation Rotterdam bv NLMaritime Transport Research Unit, Napier University UKMaritime University of Szczecin PLMCS International IRLMDS France FMECALOG SARL FMechanical Dynamics Italy S.R.L. IMecklenburger Metallguss GmbH DMedcenter Container Terminal IMedical University Hannover DMediterranean Shipping Cruise S.p.A. IMemorial University of Newfoundland CAMETA-Ricerche (coordinator) IMettle Group FMicroChemical Systems SA CHMinistère Française de l’Equipement des Transports et du Logement –

Centre d’Etudes FMinistry of the Environment FINMIRA Ltd UKMIROS NOMobil Laser Tec GmbH DMorganite Electrical Carbon UKMotor Industry Research Association UKMotoren GmbH Greiner DMotortestcenter SMSC Software NLMTU Friedrichshafen GmbH DNAPA Oy FINNAS extension member: Riga Technical University LVNat. Tec. Univ. of Athens ELNational Institute for Working Life SNational Research Council Canada Inst. for Marine Dynamics CANational Research Council of Italy INational Technical University of Athens ELNational Technical University of Athens ELNational Technical University of Athens – Laboratory of Marine Engineering ELNavicentrum PLNavion NONDC Automation AB SNDT Solutions Ltd UKNEA Transp. Research &Train. NLNeckar-Bootsbau DNei – Ecorys – BV NLNetherland’s Shipbuilding Industry Association NL

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Netherlands Organisation for Applied Scientific Research NLNewcastle Primary Care Trust UKNOAX B.V. NLNoell CRANE systems GmbH DNOKIAN FINNokian Tyres plc FINNoranda Magnesium Inc. CANorsk Hydro ASA NONorwegian Marine Technology Research Institute NONorwegian Shipowners Association NONorwegian University of Science and Technology NONouveaux Espaces de Transport en Europe FNTUA ELNumeca International BNumerical Mechanics Applications International BObernosterer Strickstoffe GmbH AOCC’M Software GmbH DOdense Steel Shipyard DKOdratrans SA PLOffice National d’Etudes et de Recherches Aérospatiales FOKTAL FOmniTech AS NOOtto Fuchs Metallwerke DP&O UKPAFA Consulting Engineers UKPandrol Rail Fastenings Ltd. UKPemar Consulting FPeugeot Citroën Automobiles FPiaggio S.p.A. IPierburg AG DPirelli Pneumatics S.p.A. IPirelli Settore Pneumatici IPLEIAS Informatics & Communications ELPolis AISBL BPolitechnika Wroclawska PLPolitecnico di Milano IPolitecnico di Milano – Dipartimento di Meccanica IPolitecnico di Torino IPolytechnika Warszawska PLPorsche AG DPort Agency Vanerhamn SPort Authority of Livorno IPort of Barcelona EPort of Duisburg DPrincipia Marine FPSA Peugeot Citroën FPTV Planung Transport Verkehr DPublic Power Corporation S.A ELQinietiQ UKQueen’s University Belfast UKRailinfrabeheer B.V. NL

325

INDEXES


Railtech International FRailtrack plc UKRégie Autonme des Transports Parisiens FRegienov FRegienov – Renault Recherche et Innovation FRegienov EIG (RENAULT, RVI) FRegienov Renault recherche et Innovation FRegistro Italiano Navale IRenault Sport and SOMAC (Renault subsid.) FRenault VI – AB Volvo SRenault VI SA FRheinisch Westfälische Technische Hochschule Aachen DRheinisch-Westfälische Technische Hochschule Aachen (WZL-RWTH) DRicardo Consulting Engineers Ltd. UKRINA S.p.A. IRisø National Laboratory DKRLE International DRobert Bosch GmbH DRobert Bosch GmbH, Stuttgart DRolls Royce UKRolls Royce AB SRolls Royce Kamewa SRoyal Schelde Group BV NLR‹TGERS Automotive Railway brake manufacturer DRWS-Line AB SRWTH Aachen - IKA DRWTUEV Fahrzeug GmbH DS.A.D.E.F. A.G. BSaab Automobile AB SSAB Wabco ISAERTEX Wagener GmbH & Co. KG DSafinah Ltd UKSAIND SOLDADURA S.A. ESalerno Container Terminal SpA ISARLIS ELSatellite Observing Syst. LTD UKSBB CHSBB Cargo CHScania CV AB (Publ.) SSchiffko GmbH DSchuler-hydroforming DSchunk Kohlenstofftechnik GmbH DSchweifltechnische Lehr- und Versuchsanstalt Halle GmbH DSCIRO S.r.l. ISczcezin Shipyard POLSEA Containers Ltd. UKSEAS Distribution AS DKSémaly SA FSener Ingenieria y Sistemas SA ESensTech Limited UKSEQUOYAH International Restructuring B

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SES Europe AS NOSGW Werder GmbH DSheffield University, Dept Mechanical Engineering UKShip Design and Research Centre (CTO) PLShip Stability Research Centre UKShipbuilders and Shiprepairers Association UKSicomp AB SSiemens AG (SIE.ATD.ITPS) DSiemens AG Transportation Systems DSiemens Aktiengesellschaft DSiemens Laser Analytics DSiemens VDO Automotive AG DSika Group CHSINDEL Sprl ISingle Buoy Moorings Inc. MCSINTEF NOSinterstahl GmbH DSirehna FSkoda CZSL Infrateknik SSNCF FSocietà Consortile per Azioni ISociété d’Etudes et de Recherches de l’école nationale supérieure des Arts et Métiers FSociété Nationale des Chemines de fer Français FSociété Nationale Maritime Corse-Méditerranée FSOTIRA FSouthampton University, Institute of Sound and Vibration Research UKSovtransavto Deutschland GmbH DSSPA Maritime consulting AB SSSRC – University of Strathclyde UKSt2e FStandard Institution of Israel ILStena Line AB SStena Rederi AB SSteyr Daimler Puch Fahrzeugtechnik AG & Co KG (SFT) ASteyr-Daimler-Puch Fahrzeugtechnik AG & Co KG AStichting European Rail Research Institute NLStichting GeoDelft NLStichting Nationaal Lucht en Ruimtevaartlaboratorium NLStiftelsen for industriell og teknisk forskning ved Norges tekniske hoeyskole NOSTMicroelektronics SA (ST) FSTN Atlas Marine DStockholm University SStocznia Gdynia S.A. PLStoczinia Szczecinska Porta Holding S.A. PLStocznia Szczecinska S.A PLSTRACO S.A FStudio BUFFA ISuditalia Terminal Operator S.r.l. (STO) ISurface Effect Ships Europe AS NOSwedich Corrosium Institute AB S

327

INDEXES


Swedish National Road and Transport Research Institute SSwedish National Testing and Research Institute SSwiss Federal Institute of Technology (ETH),

ZurichIntegrated Systems Laboratory (IIS) CHSwiss Federal Institute of Technology Zürich CHSystus International FTAKATA-PETRI AG DTalgo OY FINTARABUSI SA ETechnical Research Center of Finland FINTechnical University Berlin DTechnical University Denmark DKTechnical University Hamburg-Harburg DTechnical University Lisbon PTechnical University of Aachen DTechnical University of Delft NLTechnical University of Denmark DKTechnical University of Eindhoven NLTechnical University of Graz ATechnical University of Szczecin PLTechnicatome SA FTechnikal University of Gdansk –

Faculty of Ocean Engineering and Ship Technology PLTechnische Universität Berlin DTechnische Universität München DTechnische Universität Wien, Institute of Materials Science and Testing ATechnische Universiteit Deft NLTEKELEC SYSTEMES FTeksid S.p.A. ITelenor Fiber Solutions NOTFK Transportforschnung GmbH DTH. Jacobsen & Co AS NOThales GeoSolutions Norge AS (formerly Racal Survey Norge AS) NOThe Alliance of Maritime Regonal Interests in Europe BThe Eckold Group DThe Imperial College of Science, Technology and Medecine GBThe Netherlands Energy Research Foundation NLThe Netherlands Organisation for Applied Research NLThe Netherlands Standardization Instituut NLThe Queen's University of Belfast UKThe Turbo Genset Company Limited UKThe Welding Institute UKThiemeg DThien e-motors -electronics . AThree Quays Marine Services Limited UKThyssen Krupp Automotive GmbH DThyssenKrupp Stahl DTNO Automotive NLTNO Building and Construction Research NLTNO Human Factors NLTRADEMCO EL

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Transport Research Laboratory UKTransport Technologie Konsult DTransportTechnologie-Consult Karlsruhe GmbH DTrasmediterranea ETrenitalia ITribon Solutions AB STRL Limited UKTRW DTRW Occupant Restraint Systems GmbH DTTS Group STTS Ships Equipment S TUG ATÜV Automotive GmbH DTwin Disc SRL ITXT e-solutions S.P.A IUmweltbundesamt DUnacoma Service srl IUNIFI IUnion naval de Barcelona EUnion of European Railway Industries BUnited European Car Carriers NOUniversidad Politécnica de Cartagena EUniversidad Politécnica de Madrid EUniversidad Politécnica de Valencia EUniversidad Politécnica de Valencia EDepartemento de Máquinas y motores térmicos EUniversità di Padova IUniversità di Torino IUniversität für Bodenkultur Wien AUniversität Dortmund DUniversitat Politécnica de Catalunya EUniversität Stuttgart DUniversität und ETH Zürich CHUniversité Blaise Pascal (LASMEA) FUniversité de Haute Alsace FUniversité de la Méditerranée FUniversité de Poitiers FUniversité de Technologie de Compiégne (HEUDIASYC) FUniversité Louis Pasteur FUniversité Paris 13 FUniversité Pierre et Marie Curie FUniversities of Glasgow & Strathclyde UKUniversity College London UKUniversity Hannover DUniversity Martin Luther DUniversity of Aachen (VKA) DUniversity of Alicante EUniversity of Ancona IUniversity of Applied Sciences Hamburg DUniversity of Bath UKUniversity of Berlin D

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INDEXES


University of Birmingham UKUniversity of Cambridge UKUniversity of Chalmers SUniversity of Eindhoven NLUniversity of Erlangen DUniversity of Erlangen-Nuremberg, LFT DUniversity of Florence, Dept. of Civil Engineering IUniversity of Glasgow UKUniversity of Göteborg SUniversity of Greenwich UKUniversity of Groningen NLUniversity of Heidelberg DUniversity of Heidelberg DUniversity of Kaiserslautern DUniversity of Leeds UKUniversity of Limerick IRLUniversity of Newcastle upon Tyne UKUniversity of Oxford UKUniversity of Patras ELUniversity of Perugia IUniversity of Sheffield UKUniversity of Sheffield ARRC UKUniversity of Southampton UKUniversity of Southern Denmark, Odense University DKUniversity of Strathclyde UKUniversity of Strathclyde – Ship Stability Research Centre UKUniversity of Stuttgart DUniversity of Stuttgart, IFU DUniversity of the Balearic Islands EUniversity of Valenciennes (Lab. of Mech. Eng.) FUniversity of Warwick UKUsinor FUstav pro Vyzkum Motorovych Vozidel s.r.o CZValdunes S.A.S. FVALEO Climatisation FVan der Giessen-de Noord NV NLVan der Giessen-De Noord Shipbuilding Division BV NLVan Voorden Gieterij B.V. NLVAW Alutubes GmbH DVBD Univ. Duisburg DVenezia Tecnologie IVereniging Nederlandse Scheepsbouw Industrie NLVersuchsanstalt für Binnenschiffbau e.V. Duisburg DVIAGROUP CHVibratec FViking Line ABP FINVolkswagen AG DVolvo SVolvo Car Components Corporation SVolvo Car Corporation SVolvo Cars Body Components S

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Volvo Penta AB SVolvo Personvagnar Kompon. SVolvo Powertrain SVolvo TD SVolvo Technological Development AB SVolvo Technological Development Corporation SVolvo Truck Corporation SVosper Thornycroft (UK) Limited UKVrije Universiteit Brussel BVTT – Technical Research Centre of Finland FINVTT Manufacturing Technology FINVTT Prosessit FINVUZ – Vyskumny ustav zvaracsky SKVUKV Prague CZWagenborg Shipping BV NLWalleniusrederierna AB SWarbreck Engineering and Drydock Comp. UKWarsaw University of Technology PLWartsila Corporation FINWartsila NSD FINWärtsilä Technology OyAb FINWEGEMT UKWeh GmbH Illertissen DWilhelm Karmann GmbH DWitt & Sohn AG DWoods Air Movement LTD UKWOODWARD Governor Nederland B.V. NLWS Atkins UKWS Atkins Consultants Ltd UKZeuna Stärker D

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European CommissionLand transport and marine technologies RTD activities supported under the Growth ProgrammeLuxembourg: Office for Official Publications of the European Communities2002 — i–xiv, 1–331 pp. — 17,6 x 25 cmISBN 92-894-2077-4


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