García-Espinosa 2016b - Revision history

Julio at 12:39, 18 January 2018

2018-01-18T12:39:52Z

Julio at 12:39, 18 January 2018

2018-01-18T12:39:43Z

Julio at 12:39, 18 January 2018

2018-01-18T12:39:24Z

Julio at 12:38, 18 January 2018

2018-01-18T12:38:52Z

Julio at 20:07, 3 February 2017

2017-02-03T20:07:21Z

Julio at 20:05, 3 February 2017

2017-02-03T20:05:39Z

Julio at 20:05, 3 February 2017

2017-02-03T20:05:18Z

Julio: Julio moved page Draft García-Espinosa 766294518 to García-Espinosa 2016b

2017-02-02T22:40:57Z

Julio moved page Draft García-Espinosa 766294518 to García-Espinosa 2016b

Julio at 17:53, 2 February 2017

2017-02-02T17:53:23Z

Julio at 17:51, 2 February 2017

2017-02-02T17:51:19Z

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-===2.4  Ambition===
+===Ambition===
 Today FRP materials are extensively used for building the hull structure of crafts with length up to about 50 m. In fact, today most of the pleasure crafts and sailing yachts, passenger and car ferries, patrol and rescue crafts, and naval ships below 50 m length are built in FRP materials. These materials are also used in large secondary structures<span id="fnc-3"></span><span style="text-align: center; font-size: 75%;">[[#fn-3|<sup>3</sup>]]</span> but only a few complete units above 50 m length -naval vessels<span id="fnc-4"></span><span style="text-align: center; font-size: 75%;">[[#fn-4|<sup>4</sup>]]</span> -have been built in FRP materials.

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-====2.3.1  National or international research and innovation activities====
+====National or international research and innovation activities====
 Project partners have decisively contributed to the generation of scientific knowledge, technology and design tools related to the scope of the project in several international research projects. FIBRESHIP is keen to learn from other industry sectors where there have been developments that are relevant. The outcome of the projects shown in table 2 will feed into FIBRESHIP.

← Older revision		Revision as of 12:39, 18 January 2018
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	<span id='_Toc340614324'></span><span id='_Toc378703068'></span>		<span id='_Toc340614324'></span><span id='_Toc378703068'></span>
−
−	~~==Excellence==~~
−
−	~~<span id='_Toc415076410'></span>~~

	===Objectives ===		===Objectives ===

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 <big>'''
-[[Image:draft_García-Espinosa_766294518-image1.png|center|522px]]
+[[File:García-Espinosa_2016b_4423_FibreShip H-06.jpg|center|522px]]
 '''</big></div>
 <span id='_Toc340614324'></span><span id='_Toc378703068'></span>
-==2.  Excellence==
+==Excellence==
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-===2.1  Objectives ===
+===Objectives ===
 <span id='_Toc415076411'></span>Europe is today a major player in the global shipbuilding and shipping industry. In fact, Europe has a leading position in value terms of civilian and naval ships built, classifies the largest proportion of new constructions, and continues to control about a 40% of the world’s fleet.
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 <span style="text-align: center; font-size: 75%;"><span id="fn-2"></span>([[#fnc-2|<sup>2</sup>]]) </span><span style="text-align: center; font-size: 75%;"> With the exception of a few series of naval ships such as the Swedish Navy Visby stealth corvette (73 m overall length, 2004), the Royal Navy’s Hunt class mine counter measures vessels (60 m, 1978-1988) or the Sandown/Racecourse class single role mine hunter (50 m long, 1989-2001).</span>
-===2.2  Relation to the work programme===
+===Relation to the work programme===
 Europe’s leading position in the global shipbuilding and shipping industry has been affirmed thanks to a determined commitment to research, technology innovation and delivery of high value-added products. New FRP materials and construction processes can provide a step change in vessel efficiency, both in terms of energy use and maintenance costs and therefore can offer better solutions for high end vessels.
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-===2.3  Concept and methodology===
+===Concept and methodology===
 FIBRESHIP’s methodology is based on eight pillars that are summarized in the following. The different tasks are distributed along ten different workpackages (WP) whose interconnections are shown in <span id='cite-_Ref462493970'></span>[[#_Ref462493970|Figure 1]].

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 ''Conception, production and use of advanced composites (WP2)''</div>
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 |-
-|  style="text-align: center;vertical-align: top;"|<span id='_Ref462254307'></span><span style="text-align: center; font-size: 75%;">'''Figure 2. '''</span>'''Vessels categories targeted in FIBRESHIP.'''
+|  style="text-align: center;vertical-align: top;"|<span id='_Ref462254307'></span><span style="text-align: center; font-size: 75%;">'''Figure 2.  Vessels categories targeted in FIBRESHIP.'''</span>
 |}

← Older revision		Revision as of 20:05, 3 February 2017
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		+
	''Conception, production and use of advanced composites (WP2)''</div>		''Conception, production and use of advanced composites (WP2)''</div>

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 |  style="border: 1pt solid black;text-align: center;vertical-align: top;"|The main benefits resulting in the application of FRP in shipbuilding are clear. On one side, a significant weight reduction (around 30%) implies a substantial fuel saving (aligned with Directive 2012/33/EU), increase in cargo capacity and reduction of greenhouse gas emissions. On the other, FRP are immune to corrosion that results in a better life cycle performance and reduced maintenance costs (Directive 2013/1257/EU). Furthermore, those materials can offer additional advantages like an increase in ship stability and a reduction of underwater noise (Directive 2008/56/EU).
 |}
 However, the use of those materials for ships above 50 meters in length is limited to secondary structures and components<span id="fnc-2"></span><span style="text-align: center; font-size: 75%;">[[#fn-2|<sup>2</sup>]]</span>. One of the main reasons for this limitation is the lack of design guidelines allowing to prove that the use of those materials does not adversely affect the safety level of the vessel, as required by the Convention for the Safety of Life at Sea. Actually, different technology gaps have to be filled to demonstrate the full feasibility of using FRP materials in large-length ships; different functional characteristics of the new materials, coatings and components, such as durability or fire-resistance, have to be extensively tested to be certified for marine application; innovative design procedures and guidelines have to be elaborated; specific joint solutions have to be developed;  new production procedures have to be developed and implemented; different computational tools that can assist in the design and functional safety assessment must be developed and validated; and finally, demonstrators have to be built and evaluated by an extensive technical and experimental assessment.

← Older revision	Revision as of 22:40, 2 February 2017
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-|  style="text-align: center;vertical-align: top;" [[Image:draft_García-Espinosa_766294518-image5-c.jpeg|center|600px]]
+|  [[Image:draft_García-Espinosa_766294518-image5-c.jpeg|center|600px]]
 |-
 |  style="text-align: center;vertical-align: top;"|<span id='_Ref458152192'></span><span id='_Ref462568958'></span><span style="text-align: center; font-size: 75%;">'''Figure 4. Rough sketch of the general arrangement of the demonstrator to be built in FIBRESHIP <br/>(aprox. dimensions 15.0m x 12.3m x 14.6m'''</span><span style="text-align: center; font-size: 75%;">)'''.'''</span>