Prioritizing Shipyard Conversion Requirements Regarding Green Ship and Green Shipyard Concept

The zero waste, zero emission targets set by the International Maritime Organization (IMO) regarding ship emissions until 2070 brought the realization of the green ship and green shipyard concept to the fore. Shipyards around the world are predominantly second and third generation. The fourth and fifth-generation shipyards do not fully meet the 2070 criteria. Therefore, it is necessary to build green shipyards or transform existing shipyards to produce green ships. The study aims to determine the shipyards\u27 conversion requirements and prioritize these needs so that a 32.000 DWT Dry Bulk Carrier can be built and classified as a green ship. Qualitative research methods were used in the study, and the criteria determined in this context are analyzed with the Analytical Hierarchy Process (AHP). At the end of the study, the proposals regarding the transformation strategies of green shipyards have been developed

Initial Model Development of an Integrated Shipbuilding Industry in Indonesia: a Case Study of Indonesian State Owned Enterprises (BUMN) Shipyards

Capacities of the world shipbuilding industry have been dominated by three major countries which are South Korea, China and Japan. The ship tonnage proportion they have been built is approximately 90% of the total ship tonnage in the world. Indonesia with the rest of the shipbuilding countries only share the rest of the proportion which are far less than the total capacities of those three countries. Indonesia has its potency to increase its shipbuilding industry capacity significantly with the support of 250 shipyards in this country. The increasing capacities can be fulfilled if those shipyards are getting involved in collaboration. The increasing capacity of Indonesian shipyard is need to be actualized to prevent order of shipbuilding rejection from overseas as a consequence of shipyard insufficient capacity. In this paper, an initial model for shipyard collaboration in Indonesia is developed. The number of shipyards to get involved in this initial model is limited to 4 BUMN shipyards. The selection of those shipyards is based on the consideration that those shipyards are under central coordination of Indonesian BUMN Ministry. Some aspects related to the model development are discussed and in the end, an initial model of an integrated shipbuilding industry in Indonesia is proposed

The Shipbuilding Industry in East and West: Industry Dynamics, Science and Technology Policies and Emerging Patterns of Cooperation

Shipbuilding has changed from a "heavy industry" to become a capital- and technologyintensive activity over the last decades. While Japanese, South Korean and Western European yards dominate the merchant shipbuilding market so far, Eastern European yards are increasingly active, in particular in low and medium complex ships. We develop a market analysis and identify the axes of competition in international civil shipbuilding. From there, we analyze the restructuring process of Eastern European yards. Polish yards have proceeded with relatively quick enterprisation, establishing strong links to domestic and international suppliers. Restructuring in Russian and Ukrainian yards is blocked by local obstacles to enterprization, leading to increasing competitiveness gaps with CEE-yards. We conclude that a science&technology policy should be demand-oriented and target only the clearly identified obstacles to enterprization.

Ship product modelling

This paper is a fundamental review of ship product modeling techniques with a focus on determining the state of the art, to identify any shortcomings and propose future directions. The review addresses ship product data representations, product modeling techniques and integration issues, and life phase issues. The most significant development has been the construction of the ship Standard for the Exchange of Product Data (STEP) application protocols. However, difficulty has been observed with respect to the general uptake of the standards, in particular with the application to legacy systems, often resulting in embellishments to the standards and limiting the ability to further exchange the product data. The EXPRESS modeling language is increasingly being superseded by the extensible mark-up language (XML) as a method to map the STEP data, due to its wider support throughout the information technology industry and its more obvious structure and hierarchy. The associated XML files are, however, larger than those produced using the EXPRESS language and make further demands on the already considerable storage required for the ship product model. Seamless integration between legacy applications appears to be difficult to achieve using the current technologies, which often rely on manual interaction for the translation of files. The paper concludes with a discussion of future directions that aim to either solve or alleviate these issues

The internal and external environment analysis of Romanian naval industry with SWOT model

SWOT analysis is an effective method used for strategic planning to identify potential, priorities and creating a common vision of achieving the development strategy for a company. This should answer the question “Where are we?†involving the analysis of the internal and external environment generally and specifically. It used to evaluate the company environment factors. Only by taking into consideration the components of general environment : economic environment, social environment, political environment, legislation and pressure groups, a company will be able to adopt the particular way of action, which will assure its performance and advantages on present and potential competitors.opportunities, strengths, threats, weaknesses

Subsidization of the shipbuilding industry in the Federal Republic of Germany

German shipyards were hit extremely hard during World War II, and then again in the following years when the parts that had not been damaged were disassembled by the Allies. But World War II and its consequences proved to be a blessing in disguise as it opened possibilities for a very prosperous shipbuilding industry in the fifties. That is, the yards were rapidly rebuilt with modern equipment, partly through Marshal- Fund aid. Since many of the refugees front the eastern parts of Germany had settled in the coastal regions of West Germany, a qualified work force was readily available. Relatively high productivity and low wages made German shipyards highly competitive and, as a result, by the mid-fifties, German shipbuilding industry had grown to become number two in Europe after the UK; 17.3 p.c. of vessels completed worldwide in 1956 were built on yards of the Federal Republic.