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ENERGY EFFICIENT SAFE SHIP OPERATION

(SHOPERA)

Conference Paper September 2014

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Influence of EEDI on Ship Design, 24-25 September, London, UK

ENERGY EFFICIENT SAFE SHIP OPERATION (SHOPERA)

A. Papanikolaou & G. Zaraphonitis, Ship Design Laboratory, Nat. Tech. Univ. Athens, Greece, E. Bitner-Gregersen
& V. Shigunov, DNV-GL, Oslo-Hamburg, Norway-Germany, O. El Moctar, ISMT, Univ. Duisburg-Essen, Germany,
C. Guedes Soares, IST, Universidade de Lisboa, Portugal, D.N. Reddy, Lloyds Register, UK, F. Sprenger, Marintek-
SINTEF, Norway

SUMMARY
The 2012 guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships,
MEPC.212(63), represent a major step forward in implementing energy efficiency regulations for ships through the
introduction of the EEDI limits for various types of ships. There are, however, serious concerns regarding the
sufficiency of propulsion power and steering devices to maintain manoeuvrability of ships in adverse conditions, hence
regarding the safety of ships, if the EEDI requirements are achieved by simply reducing the installed engine power. This
was the rationale for a new EU funded research project with the acronym SHOPERA (2013-2016), aiming at developing
suitable methods, tools and guidelines to effectively address the above concerns. The paper discusses the background of
the conducted research of SHOPERA, presents early results of the project and elaborates on the criteria for ships
manoeuvrability and safety under adverse conditions.

NOMENCLATURE to bulk carriers, tankers and combination carriers. One

main characteristic of the proposed approach is a three-
EEDI Energy Efficiency Design Index tiered assessment procedure, which accounts for the
(gCO2/ton m) complexity of the problem in hand and allows more
IACS International Association of flexibility to designers and evaluators in meeting the
Classification Societies requirements, namely: Level 3, Comprehensive
IMO International Maritime Organization Assessment, requiring model tests and/or refined, time-
MEPC Marine Environment Protection consuming numerical computations; Level 2, Simplified
Committee Assessment, relying on empirical formulae and requiring
MSC Maritime Safety Committee MS Excel level complexity calculations; Level 1,
SHOPERA Energy Efficient Safe SHip Minimum Power Lines, which is based on simple
OPERAtion, EU FP7 project empirical formulae and requiring pocket calculator.
ANEP Allied Naval Engineering Publication Discussions within the MEPC Correspondence Group
and Working Group led to 2013 Interim Guidelines for
1. INTRODUCTION Determining Minimum Propulsion Power to Maintain the
Manoeuvrability of Ship in Adverse Weather Conditions,
The introduction of the Energy Efficiency Design Index ref. MEPC 65/4/3, Annex 1 (2013), see IMO MEPC
(EEDI) has raised concerns that ship designers/builders 232(65) [3]), valid for Phase 0 of EEDI implementation
might choose to lower the installed power and ships (until 2015-01-01). In these Guidelines, the Level 3
speed to achieve the EEDI requirements, instead of assessment was excluded, because the present state-of-
putting effort to optimize ships speed-powering the-art numerical methods are not mature enough for
performance. This can lead to insufficient propulsion routine use in everyday approval. Possibility of using
power to maintain manoeuvrability of ships under numerical calculations or empirical formulae for the
adverse weather conditions. The above concerns refer added resistance was also removed in the Level 2
especially to Phase 3 of the EEDI implementation, as of assessment for the same reason, and only model tests are
1st Jan. 2025 and onwards, when the required EEDI will allowed. For Level 1 assessment, only MCR and ships
be reduced by up to 30% compared to the present level. deadweight are taken into account in the empirical
Following a proposal from the International Association formula, thus ship characteristics relevant to
of Classification Societies (IACS), the following manoeuvrability are not taken into account. Besides, the
requirement was added to the Reg. 21, Ch. 4 of Guidelines are applicable, until now, only to tankers,
MARPOL Annex VI: For each ship to which this bulk carriers and combination carriers.
regulation applies, the installed propulsion power shall To address the challenges of this issue by in-depth
not be less than the propulsion power needed to maintain research studies, a new European research project called
the manoeuvrability of the ship under adverse conditions SHOPERA (Energy Efficient Safe SHip OPERAtion)
as defined in the guidelines to be developed by the [4], funded by the European Commission in the frame of
Organization. Work carried out by IACS to develop FP7, was launched in October 2013, aiming at
such guidelines, see M PC and M PC developing suitable methods and tools and systematic
I . [2], served as basis for the Interim Guidelines case studies which will enable the development of
for Determining Minimum Propulsion Power to Maintain improved guidelines and their submission for
the Manoeuvrability of Ship in Adverse Weather consideration to IMO-MEPC in 2016. A strong
Conditions, MSC-MEPC.2/Circ.1 (2012) referring at first

2014: The Royal Institution of Naval Architects

 Influence of EEDI on Ship Design, 24-25 September, London, UK
European RTD consortium was formed 1, representing the
whole spectrum of the European maritime industry,
including classification societies, universities, research
organisations and model basins, ship designers, shipyards
and ship operators. The project (www.shopera.org) will:
Validate the proposed adverse weather conditions
using data from deep water and coastal areas as well
as ship accident databases.
Develop and fine-tune existing high fidelity
hydrodynamic simulation software tools for efficient
analysis of the seakeeping and manoeuvring
performance and safety of ships in complex
environmental and adverse weather conditions
(including the consideration of winds and waves).
Perform seakeeping and manoeuvring model tests in
seaway by using a series of prototypes of different
ship types to provide the required basis for the
validation of employed software tools. Validated
software tools for the
hydrodynamic/manoeuvrability assessment of ships
in adverse weather conditions will be integrated into
a ship design software platform and combined with a
multi-objective optimization procedure, looking for
sufficient powering and steering requirements for
safe ship operation in adverse weather conditions
while keeping the right balance between ship
economy, efficiency and safety of the ship and the
environment.
Put together design teams that comprise designers,
shipyards, owners, classification societies and
national administrations to conduct investigations on
the impact of the proposed new guidelines for the
minimum propulsion power and steering efficiency
to maintain manoeuvrability in adverse conditions
on the design and operational characteristics of
various ship types. The impact of EEDI will be
investigated in parallel by implementation of the
developed holistic optimisation procedure in a series
of case studies.
The work is organised into the following work packages:
WP1 - Environmental Conditions and Requirements
for Different Ships provides met-ocean data to
validate the proposed adverse weather conditions,
defines relevant ship types and sizes, conducts a risk
analysis of marine accidents related to manoeuvring
in adverse weather conditions and proposes safety
criteria to be addressed by the project.
1
National Technical University of Athens (NTUA, coordinator), DNV-
GL, Lloyds Register (LR), Marintek (MRTK), Instituto Superior
Tecnico (IST), Univ. Duisburg-Essen (UDE), Registro Italiano (RINA),
Flensburg Schiffbau Gesellschaft (FSG), Uljanik Shipyard (ULJ), VTT,
Flanders Hydraulics Research (EVFH), CEHIPAR, Strathclyde
University (SU), Denmark Technical University (DTU), Tech. Univ.
Berlin (TUB), Delft University of Technology (DUT), Naval
Architecture Progress (NAP), Danaos Shipping Company Ltd.
(DANAOS), FOINIKAS Shipping Co., CALMAC Ferries Ltd.
WP2 - Development and Refinement of Numerical
Hydrodynamic Tools performs development and
refinement of numerical hydrodynamic tools. It is
expected to significantly improve the current state-
of-the art in the scientific field of manoeuvring in
adverse weather conditions by improving the
capabilities of a series of numerical methods.
WP3 - Experimental Studies provides experimental
data for validation of the tools by performing
seakeeping and manoeuvring model tests for a series
of prototypes of different ship types to provide the
required basis for the validation of numerical
methods.
WP4 - Validation, Sensitivity Studies and Level 1
Methods validates numerical tools using model test
data. Selected test cases will be used for an open
international benchmark study to evaluate the
present state-of-the-art of numerical methods.
Simple models of propulsion and steering devices
and engine will be developed for the implementation
in the numerical simulation tools. Simplified
assessment methods (referred to as Level 1 methods)
will be developed to reveal the safety margins of
ship designs. Intact stability problems will be
addressed in a coupled way with manoeuvrability in
adverse weather conditions.
WP5 - Adaptation/Integration of Tools - Multi-
objective Optimisation Platform integrates software
tools for hydrodynamic assessment of ships in
adverse weather conditions into a ship design
software platform and sets up multi-objective
optimisation procedures to assess ships
performance holistically, looking for the
manoeuvrability requirements in adverse weather
conditions while keeping balance between economy,
efficiency and safety.
WP6 - Application Case Studies conducts
investigations on the impact of the proposed new
guidelines on the design and operational
characteristics of various ship types, by
implementation of the developed integrated holistic
optimisation procedure in a series of case studies.
This will be achieved by putting together teams that
comprise designers, classification societies, yards
and universities, while operators and ports will
provide expertise and data.
WP7 - Dissemination, Exploitation, Submission to
IMO disseminates the results of the project to the
public, provides for exploitation of the results
through submission to IMO of new guidelines for
sufficient manoeuvrability in adverse weather
conditions, including minimum power and steering
performance requirements, and develops exploitation
plan for resulting knowledge, numerical tools,
software and design methods. Wide dissemination
of the project results will be facilitated through
technical publications in international scientific
journals and conferences.
2014: The Royal Institution of Naval Architects
Influence of EEDI on Ship Design, 24-25 September, London, UK
2. ENVIRONMENTAL CONDITIONS AND
REQUIREMENTS FOR DIFFERENT SHIPS
2.1 PRESENT MANOEUVRABILITY
REGULATIONS
Statistics of accidents shows that the majority of
navigational accidents are of operational origin; for this
reason manoeuvrability has in the past often been
considered operation rather than design issue. However,
it had been realized that some uniform minimum
requirements to manoeuvrability are necessary to prevent
from undue burden on ship masters trying to maximum operational condition.
compensate for deficiencies in ship manoeuvrability,
IMO MSC/Circ.1053 [5]. This led to the adoption by
IMO of the Interim Standards for Ship Manoeuvrability,
A.751(18). Based on the collected data from the
operating fleet and discussions at IMO, a revision of
these Interim Standards was carried out, and the updated
IMO Standards for Ship Manoeuvrability were finally
adopted in , ref. Res. MSC. [6].
The IMO Manoeuvrability Standards evaluate ship
manoeuvrability by means of selected simple trial
manoeuvres in calm water, addressing turning ability (the
ability of ship to turn using hard-over rudder), initial
turning ability (i.e. the course-changing ability), yaw-
checking ability, course-keeping ability and emergence
stopping ability. These Standards are frequently
criticized for not addressing ship manoeuvring abilities at
low speed, in restricted areas and in wind, waves and
current. Because one of the tasks of steering is
withstanding environmental forces, and because different
ships experience different environmental forces, norming
steering ability in waves and wind seems a necessary part
of minimum manoeuvrability requirements.
Wagner [7] compared requirements to rudder area
defined according to turning in calm water and according
to course-keeping in beam wind (no wave forces and no
other wind directions were considered) and showed that
whereas rudders of full ships with relatively small lateral
windage area (tankers and bulk carriers) are dimensioned
accordingly to turning in calm water, rudders of slender
ships with relatively large lateral windage area
(passenger vessels, ferries and container ships) are
dimensioned according to course-keeping in beam wind.
For general cargo vessels, both criteria can be deciding
depending on the loading condition (turning in calm
water in loaded condition and course-keeping in beam
wind in ballast).
Quadvlieg & van Coevorden [8] propose additional
criteria to IMO Manoeuvrability standards, concerning
low-speed manoeuvrability and manoeuvrability in
adverse conditions. To measure low-speed
manoeuvrability, the maximum wind speed at which ship
can leave the quay was proposed, with the limit of 20 to
30 knots. Another proposed criterion is the ability to turn
on the spot within a square of 2Lpp size within a certain
time. For manoeuvrability in adverse weather
conditions, the following criterion was proposed: the ship
must be able to execute a 180o course change with the
2014: The Royal Institution of Naval Architects
initial speed of 40% of the maximum speed and the
rudder angle 2/3 of the maximum rudder angle in waves
of 6.0 m height.
In NATO [9], a common default design requirement for a
frigate or corvette is referred to, that the ship should be
fully operational (i.e. able to achieve mission, albeit with
degraded performance) up to sea state 6 and should
survive (in terms of buoyancy, stability and structural
strength, not excluding limited damage) the worst likely
storms. Further, whereas most missions should be
possible to be conducted up to sea state 6, such missions
as transit, search and rescue are to be conducted up to the
As a preparation to the work on the development of
possible performance criteria for safe navigation in
adverse conditions, IACS listed available relevant
requirements of classification societies to ships with
additional class notations related to the redundancy or
duplication of the propulsion system, EE-WG1/4 [10],
which represents interest with regard to the applied
criteria and environmental conditions for minimum
required power to maintain safe navigation. In general,
two requirements are proposed: first, change and
maintain heading and second, keep minimum advance
speed. Different classes use different standards: for
changing and maintaining heading, 5.4 m significant
wave height and 41 knots wind speed in one case and
4.5 m and 33 knots, respectively, in another case.
Minimum advance speed and corresponding
environmental conditions vary from 7 knots at significant
wave height 2.8 m and wind speed 21.3 knots in one
case, through 7 knots in Bft 5 wind with corresponding
seaway to 6 knots in Bft 8 wind and corresponding
seaway.
2.2 ACCIDENT STATISTICS
Maneuvering in coastal waters is known to be more
demanding and important, than in the open sea. The
usual practice in a growing storm in coastal waters is to
look for a shelter or, if there is no safe escape, move
away from the coast and take a position with enough
room for drifting away; grounding, stranding and contact
accidents in heavy weather suggest however that there
are notable exceptions. The most frequent cause of
grounding accidents in a growing storm is waiting at
anchor until it starts dragging; after that, engine may be
started too late or at too low power. However, in several
occasions ([11], [12], [13] & ATSB 2008 [14]) vessels
were not able to move away from the coast despite full
engine power applied. In accident [12] full engine power
was not available due to failure of one of the engines, in
accident [11] forward speed was reduced in the approach
channel to the port to wait for entrance clearance by an
outward-bound vessel, and in accidents [13] and ATSB
2008 [14] full engine power was available and applied.
Such accidents suggest that there is a minimum limit for
the installed power for a ship to be able to leave a coastal
area in a growing storm.
 Influence of EEDI on Ship Design, 24-25 September, London, UK

Experience shows that a specific manoeuvring

problem of ship types with large windage area is
manoeuvring at low speed in restricted areas in strong
wind (and usually current) without significant seaway.
An indicative sample of results of a comprehensive
statistical analysis in Ventikos et. al [15] of ship
accidents2 in adverse sea conditions is given in Figures 1
to 4. From these statistics it is evident that
ship types most frequently involved in such
accidents are general cargo ships, followed by ro-
ro ferries and bulk carriers
the most frequent accident type overall is
grounding, though contacts are most frequent for
ro-ro ferries
most accidents happen in restricted waters, and Figure 2: Percentage of ship types engaged in navigational
accidents under adverse weather conditions by accident
especially in port areas, especially for ro-ro ferries
location
statistics change to some extent, when abnormal
weather conditions (typhoons hurricanes) are
included, but not to the extent to change overall
observations.

2.3 CRITERIA FOR MANOEUVRABILITY IN

ADVERSE CONDITIONS

The ability of ships to withstand environmental forces is

challenged in three very different situations; thus three
different groups of criteria are to be addressed:

Figure 3: Distribution of accident types when including

very extreme (abnormal) weather conditions

Figure 1: Percentage of ship types involved in navigational

accidents under adverse weather conditions

Figure 4: Comparison of accident location when including

very extreme (abnormal) weather conditions

(1) Manoeuvring in coastal areas in increasing

2
Accident period 1980-2013; ships over 400GT built after 1980;
accidents related to adverse and heavy weather conditions, excluding
poor visibility (e.g. fog).
storms. Here the requirements to manoeuvring
are high because of navigational restrictions, but
environmental conditions are rather moderate,
because ships should leave coastal areas or
search for a shelter in an increasing storm.
(2) Manoeuvring in extreme conditions in open sea.
(3) Low-speed manoeuvrability in restricted areas.

2014: The Royal Institution of Naval Architects

Influence of EEDI on Ship Design, 24-25 September, London, UK
In escalating storm in coastal areas, the ship must be able
to change the course to the required one and maintain it,
as well as to maintain some advance speed to leave the
coastal area before the storm escalates; because of
navigational restrictions, all this must be possible in
waves and wind from any direction. Note that if a ship
can keep any course with respect to seaway, including
seaway directions most unfavourable for course-keeping,
the ship will also be able to perform any course change.
Thus, the requirement to keep any course is more
stringent than the requirement to change course.
However, also a requirement to maintain some minimum
advance speed is necessary to enable leaving coastal area
before the storm escalates. These considerations lead to
the following two requirements (IMO MEPC 62/5/19
[16 , IMO MEPC 62/INF.21 [17]): first, ship must be
able to keep a prescribed course in waves and wind from
any direction and second, ship must be able to keep an
advance speed of at least 4.0 knots in waves and wind
from any direction. Note that the use of port tugs in such
situations is unlikely, because port tugs may not be
available far away from ports, and because port tugs
cannot operate in heavy seaway; open sea tugs are used
very seldom.
In extreme conditions in the open sea, it is sufficient to
ensure turning into a favourable heading towards the
seaway to prevent unwanted ship dynamics, and to
maintain this heading. Arguably, even uncontrolled
drifting with waves and wind is acceptable for some
time if the ship is forced to drift in beam waves and
wind without being able to turn into seaway, its stability
will be ensured by the Severe Wind and Rolling Criterion
(Weather Criterion), 2008 IS Code [18]. Thus, a
question arises whether the ability to change and
maintain heading in heavy weather is an issue of safety.
Indeed, there might be some situations when it may be
not acceptable for a ship to simply drift without
possibility of weather-vaning. One of such examples are
ships with deck cargo in loading conditions with large
metacentric height: direct exposure to resonance roll
excitation can lead to large lateral accelerations and loss
or damage of cargo or even to injuries to the crew;
another danger is water on deck for vessels with low free
board. Another argument for the need to norm weather-
vaning ability in extreme conditions is the maintenance
of the present safety level: the present rate of intact
stability failures in dead ship condition is low because,
first, combinations of extreme weather and engine failure
are seldom and, second, weather criterion is sufficiently
conservative. If, however, majority of ships will be
uncontrollable in extreme weather conditions, the level
of safety provided by the weather criterion alone might
not be sufficient.
Counter-argument is that the mentioned seakeeping and
stability problems can also be addressed by other design
measures not concerning manoeuvrability in extreme
seaway, for example, by the adjustment of the strictness
of the Weather Criterion, increase of required roll
damping, stronger deck cargo securing etc. Thus, the
2014: The Royal Institution of Naval Architects
need for norming manoeuvrability in extreme weather
conditions is an open question requiring research.
Manoeuvrability at low forward speed in strong wind
and, perhaps, current, is critical for ships with large
windage area, such as container ships, cruise vessels and
car carriers, during approaching to and entering ports.
Related with this problem, Sutulo and Guedes Soares
[19] produced numerical results for a generic
mathematical model to illustrate the qualitative
dependence of the degree of ship controllability in wind
on its degree of directional stability and configuration of
the windage area.
Low-speed manoeuvrability does not seem to be an issue
of safety, but an operational issue: because these criteria
concern port entrance, availability of port tugs can be
assumed. Besides, application of such criteria will lead
to additional requirements on the steering performance,
but will not lead to restrictions on the minimum installed
power, thus there is no potential conflict with EEDI.
Still, these criteria will be addressed in the project for
completeness. According to the existing proposals in the
literature, the following criteria seem to be suitable:
course-keeping in strong wind at specified reduced
speed in a loading condition maximizing lateral
windage area
course-keeping in restricted shallow water near a
channel wall or bank at a specified reduced speed in
the loading condition maximizing hydrodynamic
forces
course-keeping on shallow water at reduced forward
speed during overtaking by a faster ship in a loading
condition maximizing hydrodynamic forces
In these low-speed manoeuvrability criteria, no high
waves are considered but strong wind and, perhaps,
strong current. In addition to dimensioning of steering
devices, these criteria provide important guidance to
operators, e.g. up to what speed the ship can manoeuvre
itself in a given wind, beyond what wind force tug
assistance is required etc.
The proposed criteria will lead, after further elaboration
and refinement, to Level 3 (comprehensive) assessment
procedures. The following work is required: first, the
proposed criteria should be tested and updated if
necessary; this especially concerns the criteria and
corresponding environmental conditions for extreme
seaway in the open sea. Second, practical assessment
procedures are required, which allow assessment of ships
based on the developed criteria. These procedures
should be as accurate as practicable, reasonably simple
and inexpensive. Besides, they should be transparent and
verifiable, allowing verification of the results by
administrations. Finally, they should allow
interchangeable use of model tests and calculations.
In view of the above, it appears practicable to further
follow the three-tiered approach and thus aim at the
development of not only the comprehensive (Level 3)
assessment procedure, but also simplified (Level 2 and
Level 1) approaches. For the development of Level 2
assessment, a possible way ahead appears to develop
empirical formulae for all forces and moments, including
 Influence of EEDI on Ship Design, 24-25 September, London, UK
horizontal wave drift forces and yaw wave drift moment,
while maintaining physics of the comprehensive
assessment. Level 1 assessment procedure is to be
simple and based on some empirical formulae or plots.
The idea is to develop such formulae or plots using
results of application of Level 3 procedure to a
sufficiently large number of ships. To avoid the
drawbacks of the existing Level 1 procedure in 2013
Interim Guidelines MEPC 232(65) [3], steering and
propulsion efficiency should be accounted for.
2.4 ENVIRONMENTAL CONDITIONS
Investigations of grounding incidents in adverse weather
conditions show that, whereas the most frequent scenario
is anchor dragging, followed by too late starting of the
engine, or slowing down because of navigational
restrictions, in several accidents, application of full
available power was insufficient [13], ATBS 2008 [14];
in case [12], available power was limited due to the
failure of one of two engines. The corresponding
environmental conditions vary from Bft 10 at significant
wave height 10.0 m [12]) through knots wind speed at
significant wave height . m [14] to 40 knots at
maximum wave height as low as 4.0 m [13]. or the
accident A S [14], Figure 5 shows the
dependency of the number of ships remaining at anchor
as percentage of the initial number of vessels at anchor
vs. significant wave height during an increasing storm: at
the significant wave height of 4.5 m, about 80% of
vessels were still at anchor; at the significant wave height
of 6.0 m, the majority of vessels have already left to the
open sea, and only about 20% remained at the anchor.
Figure 5: Dependency of the number of vessels at anchor as
percentage of the initial number of vessels on significant
wave height during an increasing storm according to data
in ATBS 2008 [14]
Another consideration for the definition of the
environmental conditions for leaving coastal areas is the
statistics of environmental conditions during groundings
and collisions; a similar approach was used to define the
maximum wave height for the definition of survival
probability in the SOLAS damage stability requirements.
According to the results of HARDER project, concerning
statistics of weather conditions at the time of collision for
all ship types, most collisions (90%) happen at
significant wave heights below 2 m (calm water), and
significant wave heights exceed 4 m for very few of
accidents. Note that grounding and stranding should be
more affected by adverse environmental conditions than
collisions, see Figures 1-4. However, statistics of wave
height during grounding and stranding is not available in
the literature yet.
A practical approach to the definition of environmental
conditions to be used in the assessment is benchmarking
of the existing ships against the proposed criteria; the
advantage of this approach is that it allows final
calibration of the assessment procedure and thus
compensation for all biases due to inevitable
simplifications. Such a procedure, based on the
assumption that only a small percentage of existing
vessels in service might have insufficient
manoeuvrability in adverse weather conditions, led to the
following environmental conditions in MEPC 232 (65)
[3]: significant wave height 4.0 to 5.5 m for ships with
the length between perpendiculars less than 200 m and
more than 250 m, respectively, and corresponding wind
speeds of 15.7 to 19.0 m/s, respectively; modal wave
periods vary from 7 to 15 s.
Adverse environmental conditions proposed in the
project as standard in manoeuvrability assessment will be
validated through wave and wind data from deep water
and coastal areas. The purpose of this validation is
twofold, first it aims at checking how reliable the
proposed adverse conditions are and secondary its
objective is to identify critical met-ocean characteristics
which need to be further investigated in numerical
simulations and model tests. Particular attention will be
given to the sea state steepness and shape of the wave
spectrum, if they prove to have significant impact on ship
manoeuvrability. The impact of rogue waves, likely in
steep sea states, on ship manoeuvrability will be studied
as well. Results of the studies of rogue waves from the
EC project EXTREME SEAS (Design for Ship safety in
Extreme Seas) will be used [20].
It should be noted that the existing ship accident
databases often lack full information about
environmental conditions, when a ship accident/incident
happened. Thus the validation of the adverse conditions
carried out by the SHOPERA project will provide
additional information to the one included in the ship
accident databases. A more detail description of
environmental conditions in ship accident databases is
still called for.
Regarding the definition of the environmental conditions,
corresponding to extreme weather criteria,
benchmarking of the existing ships and accident
investigations seem the most promising way ahead.
Low-speed manoeuvrability criteria require specification
of the wind speed and, perhaps, current. Quadvlieg &
van Coevorden or et.al [8] recommend wind speed of 20
knots for general use and 30 knots for ferries and cruise
ships, as the wind speed at which the ship should be able
to leave the quay.
3. DEVELOPMENT AND REFINEMENT OF
NUMERICAL HYDRODYNAMIC TOOLS
Numerical hydrodynamic tools are essential to predict
the dynamics of ships in various conditions of interest
2014: The Royal Institution of Naval Architects
Influence of EEDI on Ship Design, 24-25 September, London, UK

200
and an abundant choice of tools are available, each one 190 Containership L=175 m
with its specific characteristics as to the problems 180
170
ITTC spectrum
Heading angle = 180 o
addressed and the formulation adopted for the solution. 160 Voluntary speed reduction

FOC (kg/km)
150 Involuntary speed reduction
Consequently each tool has its level of accuracy and its 140
limits of application. During this project, a number of 130

120
hydrodynamic codes will be further extended in order to 110

100
better deal with the specific problems considered in the 90

project. The enhanced models will be used to analyse the 80

70

experimental results in validation studies. It is supposed 60

to improve the capabilities of a series of codes differing
by their computational speed, complexity and accuracy,
some of universal nature, others focusing at specific
situations such as loss of stability in waves, manoeuvring
in waves, aerodynamic loads, and hydrodynamic
interaction in confined waters. The efficiency of steering
devices and the effect of restricted waterways in port
areas will be considered.
One of the issues considered in the project is the ability
of ships with lower propulsive power to manoeuver in
storms and this has motivated the consideration of two
existing codes that predict parametric roll to be further
extended in the project to improve the accuracy of the
computation of hydrodynamic loads on the hull and to
extend it to other loss of stability situations.
It is planned to carry out improvement and refinement of
two fast codes for manoeuvring in waves: a strip-method
semi-linear code dedicated to the wave manoeuvring and
a 3D nonlinear potential seakeeping code, which will be
fused to some database manoeuvring code. Additional
work will also be done in integrating a manoeuvring
model in two other seakeeping codes based on the panel
method.
Some codes cope with second-order forces including fair
estimation of the added resistance in waves, some of
which will be further extended to improve the added
resistance capability.
One such code has already been used in the project [21]
to calculate attainable ship speed, as well as fuel
consumption and CO2 emission from main engine at the
whole range of sea states and heading angles with
regards to propulsive performance in actual seas when
the ship could be subjected to severe dynamic effects.
The proposed method allows reliable prediction of
voyage duration and fuel consumption as well as CO2
emissions from main engine. It allows considering
various strategies and scenarios of voyage and selection
of the optimal one taking into account ship safety and
operability as well as economic and environmental
aspects, see Figure 6.
50
0 1 2 3 4 5 6 7 8 9 10 11 12
Significant wave height (m)
Figure 6: Fuel consumption for head sea [21]
Knowing the mean values of speed loss, fuel
consumption and CO2 emission for the whole range of
different ship loading cases and service speeds the ship
owner would be able to estimate the economic benefit of
various voyage regimes taking into account ship safety
and, of course, the ship mission, which can be dealt with
in routing systems using different optimization tools
[22].
Six main North Atlantic routes, see Figure 7, have been
identified from the analysis of Voluntary Observing
Ships data [23] and the mean results for these routes are
analysed for the case of involuntary and voluntary speed
reduction. For the S175 containership in the most
demanding route real-weather voyage duration
increased by almost 14% compared to time needed in
calm-weather conditions. At the same time fuel
consumption decreased by 10% as well as CO2 emission.
The percentage of voyage time increase compared to still
water is approximately doubled when considering
voluntary speed reduction.
The manoeuvring of ships in restricted waters is another
topic of interest and for this a code for deep water will be
extended to shallow water in order to study the stability
and manoeuvring of vessels in waves in shallow water
and the interaction between two vessels either overtaking
or crossing in restricted waters.

Figure 7: Main North Atlantic Routes [23]

An existing hydrodynamic interaction code will be

improved by better approximation of the hull surface and
better fulfilment of the body boundary condition. The

2014: The Royal Institution of Naval Architects

 Influence of EEDI on Ship Design, 24-25 September, London, UK
code will be also augmented with dynamic account for
the sinkage and trim of the ship. At the moment the
numerical errors of the moving patch variant of the 3D
panel method applied to the problem of ship
hydrodynamic interaction in shallow water are analysed
and compared to the mirror image method, which is
considered as the reference method [24]. However the
mirror image method has the strong limitation of not
being applicable to the case of arbitrary bathymetry,
which the moving patch method can handle. It is
demonstrated that the errors of the moving patch
algorithm remain insignificant when no dynamic re-
panelling is applied.
A significant amount of work will be devoted to
application of CFD codes to assess forces of steering
devices in order to incorporate them into potential codes
such as the ones mentioned above. Some codes will be
used to obtain off-line data bases for describing second-
order wave forces, approximations of manoeuvring hull
forces in shallow water, rudder forces behind the
propeller in waves, simplified unsteady model for a
screw propeller and peculiarities of hull-propeller
interaction coefficients in waves.
In this framework, in-house RANS solvers, STAR
CCM+, OpenFOAM and ANSYS FLUENT will be used.
Examples of the problems that are planned to be
addressed are: (1) carrying out virtual 4DOF captive
model tests accounting for the free-surface effects; (2)
development of a suitable body-force propeller model
providing also correct rudder inflow data; (3)
determination of the propeller torque in curvilinear
motion; (4) estimation of forces and torque on a rotating
propeller in oblique flow; (5) estimation of hull forces in
regular and irregular waves; (6) estimation of
aerodynamic loads with account for the actual true wind
profile; (7) estimation of the influence of a current on
hull forces.
In addition to dealing with the above outlined special
problems, it is aimed also at using field methods for
direct prediction of ship dynamics. To achieve that,
extensions will be made in-house RANS solvers by
coupling with 6DOF ship motion simulators to approach
the following aspects: (1) modelling of irregular sea
waves; (2) implementation of engine dynamics and
automatic controllers; (3) coupling with a simplified
propeller model; (4) implementation of a morphing
algorithm.
Figure 8: Example of evaluation graph of numerical results
for ship's manoeuvrability under waves and wind action;
left side: ship not able to advance with speed of 2.0 m/s in
head waves; right side: ship not able to keep course in beam
waves; line 1: achievable speed at maximum available
power, line 2: keeping speed of 2.0 m/s, line 3: required
rudder angle 30 for course-keeping, area 4: area of
achievable speeds, area 5: area of insufficient course-
keeping ability
4. EXPERIMENTAL STUDIES
In order to obtain a broad range of model test data at
different relevant conditions, four test facilities with
different unique features and possibilities are involved in
the model test program to be conducted within work
package 3. The total test matrix contains more than 1300
different tests for three hull models of different
hydrodynamic characteristics: the KVLCC2 tanker, the
DTC container vessel and a RoPax ferry design of the
project consortium. The aim of the test program is to
obtain a broad data basis for the validation of software
tools to be developed within work package 2.
At Norsk Marinteknisk Forskningsinstitutt
(MARINTEK), the DTC hull (model scale 1:63.65) and
the RoPax hull (model scale 1:25) are tested in deep
water conditions in the towing tank and the Ocean Basin,
see Figure 9. The towing tank at MARINTEK is 260 m
long, 10.5 m wide and is 10 m deep on an 80 m long
section from the wave maker. The water depth in the
remaining part is 5.6 m. Both parts can be divided by a
wall to perform independent model tests. A double flap
wave maker is able to generate wave in a period range
between 0.56 s and 10.0 s. Two carriages are available
for model testing: A towing carriage for calm water
performance tests up to 10 m/s and a seakeeping carriage
for captive or free-running seakeeping tests up to 5 m/s.
The towing tank is especially suited for tests in head and
following seas. The Ocean Basin facility at MARINTEK
is 80 m long, 50 m wide and features a movable bottom,
allowing for water depths between 0 m and 10 m. The
head and one side of the basin are equipped with 144
multiflap double and a double flap wave maker,
respectively, to generate long and short crested seas. In
addition, wind and current can be modelled. Free-running
2014: The Royal Institution of Naval Architects
Influence of EEDI on Ship Design, 24-25 September, London, UK
and captive tests without constraints up 5 m/s can be
conducted. The Ocean Basin is especially suited for
oblique and beam sea tests at zero speed and forward
speed.
Figure 9: MARINTEK's 80 m x 50 m Ocean Basin facility
At Canal de xperiencias Hidrodinmicas de el Pardo
(CEHIPAR), the KVLCC2 hull (model scale 1:80) is
tested in deep water conditions in the Ship Dynamics
Laboratory. This facility is dedicated to manoeuvring,
seakeeping and offshore model tests. The basin is 150 m
long, 30 m wide and 5 m deep and features a pit of 10 m
x 10 m x 10 m. It is equipped with a wave maker
consisting of 60 individual flaps that can generate two-
and three-dimensional regular as well as irregular seas.
At echnische Universitt erlin U , the D C hull
(scale 1:88) is tested in shallow water conditions in the
Seakeeping Basin. The Seakeeping Basin at the
Technical University of Berlin is 120 m long, 8 m wide
and the maximum water depth is 1.1 m. Regular and
irregular long-crested seas can be generated by an
electrically driven wave maker with three boards that can
operate in flap or piston mode. The towing carriage is
equipped with an optical motion measurement system
and allows maximum speeds of 4 m/s.
At Flanders Hydraulics Research (EVFH), the KVLCC2
hull (scale 1:75) as well as the DTC hull (scale 1:88) are
tested in shallow water conditions in the towing tank.
The towing tank at EVFH is 87.5 m long, 7 m wide and
the maximum water depth is 0.5 m. The tank can be
fitted with different types of banks to test in restricted
seaways. It is equipped with an electro-hydraulic wave
maker which can generate regular and irregular long-
crested seas. Among the test equipment is a planar
motion carriage as well as auxiliary devices for ship-ship
interactions.
The test campaign focuses on focusing on added
resistance and drift force data for various forward speeds
and incident wave angles over a relevant range of wave
periods as well as manoeuvring characteristics in selected
wave, wind and current scenarios. Further systematic
measurements aim to determine propulsive coefficients
and speed loss in waves, pull and rudder forces and surge
added mass coefficients.
2014: The Royal Institution of Naval Architects
For the added resistance and drift force tests at forward
speed, the models without propeller are towed at
predefined forward speed by a carriage with a spring
frame with integrated force transducers. For zero speed
drift force tests, the models are moored in a spring
system with integrated force transducers. Heave, pitch
and roll motions are unrestrained while surge, sway and
yaw are free in springs. During the forward speed tests at
TUB, the model is self-propelled and held captive by a
measuring device consisting of spring held sleds. The
measuring device consists of a pair of y-sleds which
carry an x-sled each, so that the model can surge, sway
and yaw within a certain order of magnitude permitted by
the attached springs. The sleds allow for motions along
and perpendicular to the direction of the towing carriage
as well as yawing.
For the propulsion and manoeuvring tests in waves the
models are self-propelled and free running. Course is
kept by an autopilot controlling the rudders. Predefined
constant propeller revolutions are set. At MARINTEK, a
fan with velocity-feedback control is mounted to the
model to apply a force accounting for incorrectly scaled
viscous effects at forward speed. A series of pressure
sensors is installed around the fore shoulder of each
model.
For bollard pull and rudder force tests in calm water, the
models are self-propelled and captive. The rudders are
equipped with force sensors and for different propeller
revolutions, the rudder angle is slowly varied from zero
to 5.
5. VALIDATION, SENSITIVITY STUDIES
AND LEVEL 1 METHODS
The aim of this workpackage is the validation of
numerical simulation tools described in section 3 using
model test data. Selected test cases will be used in an
open benchmarking with external participants to evaluate
the available state-of-the-art of numerical methods for
the proposal of new regulations. The model tests to be
conducted will address the required developments of
numerical methods for manoeuvrability in waves.
Therefore the following model tests in deep and shallow
water will be conducted:
Drift forces including added resistance in
regular waves
Added resistance in irregular waves
Propulsion and speed loss in regular waves
Rudder forces in regular waves
Rudder forces in bollard pull
Turning circle in regular waves
Zig-zag manoeuvres in regular waves
Three vessel types of different hydrodynamic
characteristics were selected to provide a sufficiently
broad variety of hull types for the validation of numerical
tools: the KVLCC2 tanker designed by MOERI (see
Gothenburg Workshop on CFD [25]), the Duisburg Test
Case (DTC) container vessel designed by the University
of Duisburg-Essen as described by. el. Moctar et.al. [26]
and a RoPax vessel.
 Influence of EEDI on Ship Design, 24-25 September, London, UK
Simplified models of propulsion, steering devices and
engine dynamics will be developed and implemented in
the numerical simulation tools.
The developed tools, when sufficiently validated, will be
used for direct assessment in regulatory procedures.
However, as experience shows, majority of ship designs
can be assessed with simplified assessment methods
(referred to as Level 1 methods), which should include
large safety margins to compensate for the
simplifications made. Development of such Level 1
methods for the assessment of ship manoeuvrability in
adverse conditions is the next aim of this workpackage.
Finally, addressing intact stability problems can be done
with the available state-of-the-art numerical tools for
intact stability assessment. However, the requirements of
intact stability have been so far never considered in a
coupled way with other safety aspects of ship sailing in
adverse weather conditions. For example, safe
combinations of ship course and speed with respect to
dynamic stability in waves may be not achievable from
the point of view of achievable advance speed or course-
keeping. On the other hand, reduction of installed power
and thus deterioration of manoeuvrability in adverse
conditions will increase the likelihood of unfavourable
courses and speeds and thus the danger of undesirable
ship motions and stability failures. This coupling will be
investigated in details.
Figure 10 shows computed and measured (non
dimensional) added resistance in regular waves. The
computations were performed using Reynolds-averaged
Navier Stokes (RANS) equations solver. The RANS
equations were implicitly coupled with nonlinear rigid
body equations of motions. The simulations were
performed for Fn = 0.23 in regular head waves. The
numerical results agreed fairly well with model test
measurements. More details can be found in Ley et. al.
[27].
Figure 10: Computed and measured added resistance in
waves for Fn=0.23 from Ley et.al. [27]. L denotes ship
length between perpendiculars, B ship breadth, water
density, g gravity acceleration, a wave amplitude and w
wave length.
6. ADAPTATION-INTEGRATION OF
TOOLS - MULTI-OBJECTIVE OPTIMISATION
PLATFORM
The impact of the proposed new guidelines for the
assessment of the minimum propulsion power to
maintain manoeuvrability in adverse conditions on the
design and operational characteristics of various ship
types will be investigated applying a formal optimization
procedure.
Validated software tools, procedures and criteria for the
hydrodynamic/manoeuvrability assessment of ships in
adverse weather conditions will be integrated into a ship
design software platform and multi-objective
optimization procedures will be established, in which
ships performance will be assessed holistically. One of
the main objectives of the studies will be to
identify/minimize the powering required to ensure safe
ship operation in adverse seaway/weather conditions,
while keeping the right balance between ship economy,
efficiency and safety of the ship and the marine/air
environment.
The most important ship types are going to be addressed,
namely bulk carriers, container ships, tankers, cruise
ships, Ro-Ro ferries, general cargo ships and LNG
carriers. The optimization studies will be implemented in
two phases:
Global optimization, aiming to identify most
favourable combinations of main dimensions, form
parameters and other integrated characteristics of the
ship, including powering and manoeuvring devices,
for the selected operational profile. These studies
should be carried out for all ship types and sizes
while considering applying as far as possible
simplified, semi-empirical models (Level 1 methods)
developed in previous work packages of the project.
Detailed optimization, including hullform details.
These studies should be carried out for selected ship
types and sizes based on the outcome of the previous
phase, applying as far as possible medium accuracy
models (Level 2 methods) developed in previous
work packages of the project. Heavy-refined models
(Level 3, CFD type methods) could also be applied
if necessary, but their use will be kept at minimum
when possible.
7. APPLICATION CASE STUDIES
The main objectives of undertaking cases studies by a
team comprising designers, classification societies, yards
and universities, operators and ports, are to
investigate the impact of the proposed new
guidelines for the assessment of the minimum
propulsion power to maintain manoeuvrability in
adverse conditions on the design and operational
characteristics of various ship types within EEDI
framework, by implementation of the developed
integrated/holistic optimisation procedure in a series
of case studies;
2014: The Royal Institution of Naval Architects
Influence of EEDI on Ship Design, 24-25 September, London, UK
assess additional ship types currently not covered by
the EEDI provisions, like Ro-Ro ships and gas
carriers;
analyse the results from all other work packages, to
develop new guidelines for the required minimum
propulsion power and steering performance to
maintain manoeuvrability in adverse conditions;
establish minimum propulsion power / steering
performance and likely new EEDI requirements
ensuring safe operation for various types of ships.
Investigation on impact of the proposed new guidelines
is proposed to be undertaken through careful
identification of the case studies for the different ship
types within EEDI framework, Ro-Ro ships and gas
carriers through selection of certain criteria, both high
level and more detailed, including
Vulnerability: identification of segments that are
relatively more susceptible to manoeuvrability issues
within each ship type, such as larger tankers and
bulk carriers or smaller passenger vessels.
Representativeness: identification of cases that are
reasonably realistic and of commercial interest in
practice for each ship type.
Variability of each ship type: certain ship types have
greater variations of sizes and characteristics within
them compared to others, which will be taken into
account in defining the number of different case
studies for each ship type.
Link to current EEDI regulations: identification of
priority targets based on gaps or shortcomings of
the existing IMO regulatory framework and related
findings of the IACS study.
Principal propulsion system characteristics that
affect manoeuvring responsiveness for certain ship
types, such as diesel vs. steam turbine for gas
carriers, and various propeller types vs. azipods or
other alternatives for passenger vessels and tugs.
More detailed criteria, related to input parameters
influencing the numerical codes, may include:
deadweight (loading condition), block coefficient,
immersed rudder area, above waterline area, water
entry angle, etc.
The various cases, identified as mentioned above, will be
investigated by applying the appropriately selected tools
and implementing the developed optimisation procedure
in order to determine the manoeuvring performance of
various ships in adverse conditions with reference to the
defined weather and operating conditions, details of
which are given in preceding sections:
ship and environmental data, EEDI and safety
criteria (section 2),
improved Level 2 and Level 3 assessment methods
(section 3),
improved Level 1 assessment methods for
manoeuvrability in adverse conditions (section 5),
set of Pareto front ship designs (section 6)
Any safety issues or shortcomings for certain ship types
or segments, related to insufficient manoeuvrability, will
therefore be identified, which will allow specific
conclusions to be drawn and subsequent
2014: The Royal Institution of Naval Architects
recommendations to be made for each ship type in
relation to minimum propulsion power and steering
performance to maintain manoeuvrability in adverse
conditions. This will enable the development of new
guidelines and requirements, as appropriate, for the
various types of ships.
The results of the case studies will be used for evaluation
of the impact of the minimum power requirements on the
design and on the operational characteristics of the
studied ship types, generation of requirements for
installed power and efficiency of steering and propulsion
devices and, if necessary, suggestion of new EEDI
curves. Any issues arising from the need to
simultaneously comply with potentially conflicting
requirements (safety and energy efficiency) will be
assessed.
Results from all work packages will be combined and
analysed, concerning all investigated ship types. The
derived trends of the safety criteria with respect to the
environmental conditions, ship type and size, installed
power, efficiency of steering devices, windage area etc.
will be compared with the available statistics of existing
ship designs. The safety level provided by the developed
criteria for the manoeuvrability and intact stability under
different adverse conditions will be compared with the
present safety level of different ship types, as well as
with the safety level implied by the existing criteria and
standards for manoeuvrability, MSC.137(76) [6], and
intact stability, IS Code 2008 [18], as function of ship
type and size. The safety level will be defined in terms of
probability of failure by relating the required adverse
conditions to met-ocean data from WP1. Based on the
results of this Task, relevant criteria will be selected,
perhaps depending on ship type and size, and
recommendations for rational safety standards will be
provided, acceptable both for industry and for regulators.
8. DISSEMINATION AND EXPLOITATION
OF RESULTS
The consortium will facilitate the dissemination of the
research output to a wider audience through a series of
articles in public mass media and the project-specific
web site (www.shopera.org). The public area on this
web site allows free access to selected deliverables,
reports and publications. In addition, four public
workshops will be organised:
1. Introduction of the project to key stakeholders to
communicate the objectives of the project to the
wider scientific and technical community as well as
to the various stakeholders. The feedback from the
external participants will be used to refine the
objectives of the project and shape the way ahead.
2. Benchmarking of numerical tools for
manoeuvrability simulations in adverse conditions to
present the results of validation and benchmarking of
numerical tools for the analysis of the hydrodynamic
performance of ships in comparison with the results
from model tests. The output from this workshop is
our knowledge of the world-wide state-of-the-art of
 Influence of EEDI on Ship Design, 24-25 September, London, UK
numerical tools for manoeuvrability assessment in
adverse conditions, which will be taken into account
in the developed updated guidelines, and
dissemination of the knowledge gained in the project
to the wide scientific and technical community
outside of the project.
3. Criteria and standards for sufficient manoeuvrability
under adverse conditions to present and discuss the
developed criteria, standards and guidelines for
sufficient manoeuvrability under adverse conditions,
to ensure feedback from the experts in ship design
and operation and regulators. The output from this
workshop will be feedback from the experts in ship
design and operation and regulators regarding the
developed criteria, standards and guidelines, which
will be used to fine-tune the results of the project in
accordance with the expectation of the key
stakeholders.
4. Presentation of the results to key stakeholders to
provide the overall presentation of the elaboration of
the project, with emphasis on the set objectives,
adopted procedures towards the objectives, major
achievements, key results, conclusions and
recommendations. In particular, the developed new
guidelines for the required minimum propulsion
power and steering performance of various types of
ships to maintain manoeuvrability under adverse
conditions will be presented and discussed with the
scientific community and key stakeholders prior to
their submission to IMO. The output from this
workshop will be wide awareness of the key
stakeholders, particularly IMO members, of the
proposed updated guideline, and better acceptance of
the project results, on the one hand, and the feedback
received at the workshop on the other hand. The
feedback will be used to refine the guideline and to
develop strategy for the formal submission to IMO.
The updated guidelines for the minimum required power
and steering performance to maintain manoeuvrability
under adverse conditions will be submitted to IMO for
consideration; possible adoption in IMOs regulatory
framework would ensure wide exploitation of the results.
Whereas the guidelines will be based on the Level 1
procedures, the possibility of direct performance
assessment using numerical methods and model tests will
be also open. Therefore, the new numerical methods,
software tools and testing techniques developed in the
project will be required in the industry upon adoption of
the updated guidelines and will be exploited. Finally, the
developed design optimisation techniques and innovative
design solutions, allowing combining safety in adverse
conditions with EEDI requirements, will also be
exploited by the industry.
7. CONCLUSIONS
The problem in hand is very demanding, both from the
scientific and the practical/regulatory point of view. The
nature of the underlying physical problem, namely the
maneuvering of ships in severe seaways, is actually the
most complicated ship hydrodynamics problem, with a
variety of nonlinear effects, which does not allow the use
of easy going theoretical and/or numerical solutions. The
level of severeness/adverseness of the environmental
conditions, especially of seaway, is debatable and if left
upwards open may lead to severe impacts on other ship
properties left until now outside of the current EEDI
discussion. One may remember heated discussions in the
maritime community about design, operational and
regulatory measures after the loss of the bulkcarrier MV
Derbyshire in abnormal sea conditions due to typhoon
Orchid (1980). It appears that the agreement on rational
assessment criteria, to which the severeness of the
environmental conditions belong, is of paramount
importance and the first to be settled. Following this and
the establishment of suitable assessment methods, it is up
to the ship designers to manage effectively possible
contradictions between the EEDI and minimum power
requirements, which will have to consider common
navigational practice. Thus, an important task is to
elaborate on optimal design solutions, to demonstrate
their practical feasibility and then to assess them through
case studies involving multiple design and operational
criteria. This will enable SHOPERA to proceed to the
formulation of improved, rationally supported guidelines
for determining the minimum propulsion power to
maintain the manoeuvrability in adverse conditions,
while keeping the original aim of the introduction of
EEDI, namely to reduce the environmental impact of
toxic gases by shipping operation unchanged.
8. ACKNOWLEDGEMENTS
The work presented in this paper is partly supported by
the Collaborative Project SHOPERA (Energy Efficient
Safe SHip OPERAtion), Grant Agreement number
605221, co-funded by the Research DG of the European
Commission within the RTD activities of the FP7
Thematic Priority Transport, FP7-SST-2013-RTD-1,
Activity 7.2.4 Improving Safety and Security,
SST.2013.4-1: Ships in Operation. The European
Community and the authors shall not in any way be
liable or responsible for the use of any knowledge,
information or data of the present paper, or of the
consequences thereof. The views expressed in this paper
are those of the authors and do not necessary reflect the
views and policies of the European Community.
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2014: The Royal Institution of Naval Architects
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nvironmental Description for Long-Term Load
Response. Proc. ISOP 995 Conference, 995, -
15 June 1995, The Hague, The Netherlands.EXTREME
SEAS (Design for Ship Safety in Extreme Seas).EC
Agreement no.: 234175,
http://cordis.europa.eu/projects/rcn/93940_en.html,http://
cordis.europa.eu/ projects/rcn/93940_ en.html,
Coordinated by DNV.Contact: Elzbieta.Bitner-
Gregersen@dnvgl.com.
[21] Prpic-Oric, J., Vettor, R., Guedes Soares, C. and
Consumption and CO2 Emission, Guedes Soares, C. and
Santos T.A.R. (Eds.) Maritime Technology and
Engineering, London, UK: Taylor & Francis Group,
2014.
[22] Vettor, R. and Guedes Soares, C., Multi-objective
Evolutionary Algorithm in Ship Route Optimization,
Guedes Soares, C. and Santos T.A.R. (Eds.) Maritime
Technology and Engineering, London, UK: Taylor &
Francis Group, 2014.
[23] Vettor, R. and Guedes Soares, C., Detection and
Analysis of the Main Routes of Voluntary Observing
Ships in the North Atlantic Ocean, Journal of
Navigation, (revised version submitted), 2014.
[24] Zhou, X.; Sutulo, S., and Guedes Soares, C.,
Convergence Study of the Panel Method in the Context
of Dynamic Meshing, Guedes Soares, C. and Santos
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[25] Proceedings of the Gothenburg Workshop on CFD
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[26 el Moctar, O., Shigunov, V., Zorn, ., Duisburg
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[27 Ley J., Sigmund S., el Moctar O., umerical
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9. AUTHORS BIOGRAPHY
Apostolos Papanikolaou, Prof., is Director of the Ship
Design Laboratory, National Technical University of
Athens and coordinator of SHOPERA. His scientific and
professional work deals with the design and optimization
of conventional and unconventional vessels, the
hydrodynamic analysis and assessment of the calm water
performance and the performance of ships in seaways,
the logistics-based ship design, the stability and safety of
ships and related regulatory developments at IMO.
George Zaraphonitis, Assoc. Prof., Ship Design
Laboratory, National Technical University of Athens is
an expert of ship design optimisation, the hydrodynamic
 Influence of EEDI on Ship Design, 24-25 September, London, UK

analysis, stability and safety of ships, including national

and international regulations.

Ould el Moctar, Prof., is Head of the Institute of Ship

Technology, Ocean Engineering and Transport Systems,
University of Duisburg-Essen. He is an expert of ship
hydrodynamics, fluid-structure interaction and
manoeuvring simulations by CFD and other numerical
codes.

Vladimir Shigunov, PhD, DNVGL SE Hamburg, expert

in fluid dynamics, hydrodynamic loads, stability,
seakeeping and development of numerical methods. He
contributed to the work by IACS on minimum power
requirements in adverse conditions submitted to IMO.

Reddy D. N., PhD, works at Lloyds Register,

Southampton, as Principal Specialist in the Strategic
Research and Technology Policy (SRTP) group. His
expertise is in fields of the experimental and numerical
hydrodynamics including application of CFD techniques.
He contributed to the recent IACS studies on minimum
power requirements to maintain the manoeuvrability of
ships in adverse sea conditions submitted to IMO.

Carlos Guedes Soares, Prof. , IST, Portugal, is the Head

of the Centre for Marine Technology and Engineering
C C of the Instituto Superior cnico,
Universidade de Lisboa. His scientific contributions are
in the field of marine environment, ship dynamics and
hydrodynamics, ship structures and safety & reliability.

Elzbieta Bitner-Gregersen, PhD, DNV GL Strategic

Research and Innovation, Hvik, Senior Principal
Researcher ; expertise in the probabilistic description of
waves, non-linear wave models, , Structural Reliability
Analysis (SRA) and Formal Safety Assessment (FSA).

Florian Sprenger, PhD, works at MARINTEK,

Trondheim as a research scientist specialized in
hydrodynamics and seakeeping. His fields of expertise
comprise numerical as well as experimental analyses in
the fields of seakeeping behaviour of ships, offshore
LNG offloading, marine oil recovery techniques and
installation of marine renewable energy projects.

2014: The Royal Institution of Naval Architects