La Ola
ANNUAL EDITION 2018-19
Launched By Prof. P.V.G.D Prasad Reddy Vice Chancellor, Andhra University On University Day, 14 Nov, 2019
THE OFFICIAL MAGAZINE OF
INDIAN MARITIME UNIVERSITY VISAKHAPATNAM CAMPUS
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Annual Edition 2018-2019
From The Desk Of Director Indian Maritime University, Visakhapatnam was established in the year 2008 to promote maritime studies and research with a focus on science and technology in maritime sector. We are on an alluring path of growth and development and as you are already aware, it has already established itself as one of the top maritime institutes in the country. Innovation needs brilliant minds and brilliant ideas; IMU Vizag sets up the place to incubate these ideas of brilliant minds.The institute’s own campus on 100-acre pristine land and nestled in the lap of serene green hills providing the perfect ambience for serious academic pursuits. The excellence in teaching and research comes with choosing the best faculty for the institute which IMU Vizag has never compromised. This year we have introduced a new curriculum which would be based on the concept of more hands on experience which would strengthen their fundamentals offering students to develop their technical skills. One initiative to disseminate the knowledge of students and other persons in maritime industry was the creation of this magazine “La Ola”. This magazine is one of our extremely valued works growing exponentially having a greater positive slope. La Ola has been in touch with the not only students of other technological universities, but also with great intellectuals of this field. The main support for the growth of this magazine is the alumni of this university, and I appreciate La Ola for staying in touch with the alumni of IMU Vizag. The magazine is a perfect platform for the students to share and convey their opinion to the outside world. By this, I congratulate the present students of the team “La Ola” and all other students associated with La Ola for this fascinating growth and their efforts to bring out this annual issue. La Ola should motivate all of us and should reach much more heights shining like a star, but not a single one but a group of stars. I wish La Ola all success in the upcoming journey.
Dr. Niranjan Kumar Injeti Director Indian Martime University
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Will this Revolution Bring Evolution? We all are experiencing a revolution- Global Sulphur Cap 2020. With IMO reducing the sulphur emissions from 3.5% to 0.5%, the implications are yet to be determined. The decision of IMO has far reaching effects. Not only shipping industry, but also the dynamics of refining sector and insurance sector are changing. Among all these uncertainties, the decision brings a good deal for the environment. At least we are trying to reduce the concentration of Sulphur in our fuel. And the question of evolution has always been standing in front, before every decision we take. But no question is big enough when the environment is at stake. While many experts have stated that Global Sulphur Cap will lead to evolution. Let’s hope for the best. This time La Ola has also got some international reach, for example from the art of traditional shipbuilding one will get to know about the traditional shipbuilding art of Greece. Global Sulphur cap, another article which will give insights about the present scenario regarding various pollution norms in the marine sector. While for those who have an interest in history, we have brought you articles about submarine aircraft carrier and project Habakkuk, which were some interesting, innovative but lesser known projects, undertaken during World War-2. La Ola has a tradition of publishing college events in its annual edition. The images of active and sprawling student life are embedded perfectly in this issue. In this age of electronic media, we have tried to make La Ola more socially famous, by putting up a page on Facebook and Instagram each. With constant posts on Facebook and Instagram, beside evolving with the age of social media we are also trying to spread knowledge about the marine field . These social media platforms make us more accessible to our readers. With immense support of our writers, designers and readers, we have tried to take La Ola to the next level. We sincerely hope that all readers have a good time reading La Ola.
Raghav Parashar Chief Editor
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Annual Edition 2018-2019
Contents Technical Articles The Art Of Traditional (Wooden): Shipbuilding In Greece
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Imo 2020: The Game Changer
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Project Habakkuk: The Icy Carrier
13
Marine Technology Research In Aalto University
16
Submarine Carriers
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Submarine Enviroment
21
1
8
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Students Activity Music And Dance
25
The Paper Studio
27
Vizione 29 Onam 2K19
31
Deepawali 33 Navtarang 35 Dussehra 37 Janmashtami 38 Ganesh Chaturthi
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37 31
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The Art of Traditional (Wooden) Shipbuilding in Greece The Art of Traditional (Wooden) Shipbuilding in Greece
Description According to Kostas Damianidis [1-5], the craft of wooden shipbuilding is the handicraft construction of a vessel through the use of natural timber (conception, design, construction, equipment, decoration) and its relevant cultural practices and mentalities. The history of the Greek shipbuilding dates back to Homer’s times. Traditional wooden shipbuilding that is still practiced today has incorporated several of the medieval techniques’ elements. The earliest written shipbuilding manuals, which originated in Venice and are dated to the early 15th century, refer exclusively to medieval shipbuilding (also known as skeleton first construction). Boatbuilding really took off in Greece after 1774, when an agreement with Russia allowed ships from Greece, which was then part of the Ottoman Empire, to sail unimpeded in the Black Sea. The country’s strategic position between east and west, and the ability of its watercraft to outrun the British blockade of Napoleon’s empire, turned it into a major shipping power and by extension
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Eleni Konstantinou
a great shipbuilding force. The main building centers at that time were the islands of Hydra, Spetses and Psara, which were to play a central role in the war of independence that followed in 1821–30. Other important shipping centers were Chios, Kasos, Messolonghi and Galaxidi. After independence, a thriving boatbuilding center emerged in Syros Island. The main use of the vessels was commercial or fishing. In the late 19th and early 20th centuries, the emergence of steamships and ferries, which began to dominate the Greek seas, led to the construction of wooden boats in decline. The techniques and knowledge of this complex traditional craftsmanship has been passed down from generation to generation mainly through oral tradition. Wooden shipbuilding is a craft with vast vernacular terminology used during the phases of construction, repair, conservation and even the mere description of a ship. The secret of the successful shipbuilding craft lies in the mastering of specific tasks in the construction phase and the graceful manipulation of natural materials. The skilled masters would first use their imagination to visualize and then to create their unique masterpieces.
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Annual Edition 2018-2019 Types of Traditional Greek Boats A distinctive feature of the craft of wooden shipbuilding is the extensive typology of vessels, which usually reflects different kinds of use, local traditions, and environmental conditions and, of course, aesthetics. There is a vast typological diversity of hulls and a respective typology of rigging. The correlation between the two is not univocal, however, since two identical hulls could bear completely different sailing (meaning that they could be rigged in a different way), while on the other hand a particular type of rigging could be used in different kinds of hulls. The most known and characteristic surviving types of hull in the Greek seas, categorized according to their stern structure, are:
Sharp Stern Boats
Trehantiri: This is the picture-postcard fishing boat that most people associate with the ubiquitous double ender commonly known as a ‘caique’ which to Greeks describes all small or medium sized traditional wooden boats. For most sailors, the trehantiri is the essence of Greece, with its sweeping sheer, raised stem head called koraki, and brightly painted topsides. According to Kostas Damianidis [1-5], the first trehantiri was built in Hydra in 1658. Trehantiri is significantly wide compared to its length (length to width ratio being 3:1) and has a bow and stern that is made curved like the hull. The shape makes the boat very suitable for sailing. Shipwrecks have never been recorded and one of its major advantages is that it can sail no matter the weather conditions. For this reason, no alterations to the hull shape have been needed since the 17th century. The most important change that occurred, however, happened in the 1920s when sails were traded in for diesel engine.
Fig. 3: A Botis. Credits: Traditional Boat Association of Greece Trata: A narrow, double-ended fishing boat, the trata was usually rowed but sometimes carried a one or two mast lateen rig. The stem has an unusual projection forward, possibly used for stepping on and off the boat. Perama: Similar in shape to the trehantiri, the perama had a small transom fitted inside the top of the stem, which created its trademark ‘beak’. Primarily used for carrying cargo, it was typically longer (65’ to 80’, or 20 m to 25 m) and more heavily built than the trehantiri. Theories about the reason for the beak include support for the bowsprit, more freeboard amidships, a clearer view for the helmsman, and greater protection from spray. Fig. 4: The lines plan of a perama.
Fig. 1: The lines plan of a trehantiri.
Fig. 5: A perama. Credits: Traditional Boat Association of Greece Boat similar to Perama is Tserniki. Fig. 2: A Trehantiri. Credits: Traditional Boat Association of Greece Boats similar to Trehantiri are Gatzao, Botis and Trata. Gatzao: A beamy version of the trehantiri, mainly used in the Ionian Sea. Botis: Essentially a small trehantiri, but without the latter’s raised stem head.
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Tserniki: There’s disagreement about the origins of the distinctive tserniki, with its dramatically raked stem. Some suggest it was based on a Turkish boat called a tsikirne, but Turkish boat builders reckon the tsikirne came from Greece. Others suggest Danube origins. Whether they were double ended or transom sterned is disputed but everyone agrees that the stems were dramatically raked. They often used a sprit rig called a Sakoleva that dates back to the 2nd to 3rd century A.D. and is thought to have originated in Turkey.
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Elliptical Stern Boats
Karavoskaro: With clipper bows and elegant counter sterns, these salty looking ships are thought to have been inspired by Italian or even American designs. The complex counter required lofting. Up to 165’ long (50 m) and carrying cargoes of up to 500 tons, they were mainly built in Syros, Galaxidi, Samos, and, later, in Perama.
Fig. 6: A tserniki. Credits: Traditional Boat Association of Greece
Fig. 9: The lines plan of a karavoskaro.
Transom (abacus) Stern Boats
Varkalas: This term was usually applied to any boat with a transom stern. The original Varkalas were graceful workboats of around 65’ to 80’ (20 m to 25 m) Loa with a capacity of up to 250 tons. They had either plumb stems or spoon bows, with intricately paneled or carved transoms, often brightly painted topsides, and were either lug, sprit, or even schooner-rigged.
Fig. 10: A karavoskaro. Credits: Traditional Boat Association of Greece Boat similar to Karavoskaro is Liberty. Fig. 7: The lines plan of a Varkalas.
Other types of traditional boats are Bombarda, Gaïta, Hydraiki and Sakoleva.
Shipbuilding Materials Timber is the basic material which comes from the trees and especially from their trunk. It possesses properties such as humidity, durability, elasticity, stiffness and colour. It comes from nature and is not a man made chemical material. For hundreds of thousands of years, it has been and has proven to be one of the most powerful and durable materials we know to date. It is strong in tensile strength and flexibility. It absorbs more energy, is insulating and lasts long before being destroyed, comparing it to the best steel. Fig. 8: A Varkalas. Credits: Traditional Boat Association of Greece Boats similar to Varkalas are Symiaki skafi and Small Varkalas. Symiaki skafi: A tserniki type used by the sponge fishermen of the Dodecanese, the symiaki skafi was identifiable by its steeply raked stem, broad stern, beamy hull, and large rudder. It was seaworthy enough for the eastern Mediterranean and steady enough to lie at anchor while the crew dived to the seabed. By 1866, Kalymnos and Symi were each home to about 370 symiaki skafi, providing employment for around 2,600 people on each island.
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It is recommended that the timber used has a moisture content of between 12% and 15% and that its density ranges between 385 and 710 kg/m3. The main and most popular types of shipbuilding timber available and used in the Greek wooden shipbuilding yards with their corresponding densities are [6]:
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Product
Density kg/m3
1
Wild mulberry (Mournia or Skamnia)
610
2
Acacia
750
3
20
Despotaki Fraxos)
19 18 17 16 15 14 13 12 11
9 8 7 6 5 4 3 2 1
DENSITY(Kg/m3) The graph is plotted for the table above. However, the density of some materials is variable, but the average value is taken for illustrative purpose.
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650
4
Oak
690
5
Fir (White)
380
6
Fir (Spruce)
45
7
Eucalyptus
850-900
8
Iroko
650
9
Elm (Kara-gatsi/ 650 Ftelia)
10
Chestnut
580
11
Cedar
570
12
Cypress
550
13
Lardzino
500
14
Mahogany
500-650
15
Meranti
580
16
Niagon
650
17
Oregon Pine
520
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Greek pine. The 450-560 best and most acceptable is the Samos and Mytilene (trachea pine) pines.
19
Pitching
640
20
Yew
900
21
Robolo
520
22
Teak
720
10 10
(Melia,
Apart from timber, shipwrights process and utilize various other natural materials, such as metals (iron, copper, galvanized iron), products of plant materials (tar, resin, ropes, hemp, lint), animal products (animal fat) and earth metals (minimum, pigment metals).
Craftsmen
Wooden shipbuilding is among the most complex traditional crafts, since it is associated with and draws from broad and diverse fields of knowledge and techniques. The techniques and secrets of wooden shipbuilding are so wide-ranging that in the past there used to be several skilled craftsmen engaged only in certain tasks or construction phases. Accordingly, the salatzis specialized in designing the vessel’s lines plan on the wooden lofting floor (sala). The piskitzis (sawyer) was solely responsible for cutting and processing wood. The bourgountzis (auger user) drilled holes for tzavetes (metal ring-bolts) and kavilies (wooden spigots), (squeezed the tzavetes, pushed them deeper than the surface of the wood) and hammered the nails. In addition, the kalafatis (caulker) filled the ship’s hull and deck, the armadouros (rigger) constructed the vessel’s equipment and rigging, and the istioraftis (sailmaker) designed, cut and sewed the sails. There were several other craftsmen that often worked under the authority of the master shipwright, the mastoras (master craftsman) of the shipyard. He was the one that had knowledge of each particular task, supervised their coordination and gave the necessary orders and directives to the specialized craftsmen and their apprentices.
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Fig. 12: (1), (2) lateen sail; (3), (4) gaff sailing; (5), (12) lover sailing; (6) ranta-psatha sailing; (7) belou sailing (mykonian spritsail); (8) penna sailing; (9) skafi sailing (with metzana); (10) spritsail, (11) bratsera sailing, (13) bombarda sailing Credits: Contemporary and traditional drawings of small boats
Traditional Boat Manufacturing Methods Two methods prevail in the Greek traditional boat manufacturing, namely the moulding method (monochnaro) and the lofting floor method (sala). The Greek name of all the versions of moulding is ‘μονό-χναρο’, which in English means ‘single-mould’. The definition that most of the boatbuilders give to this name is that by means of a ‘singlemould’ the boatbuilder can form the shape of all the ribs of the middle part of a boat [9]. The technique known as the monochnaro or metzarola (considered as a geometrical aspect of the moulding method) method involves patterns handed down through the generations which are used to shape stems, sternposts (or transoms), and principal frames, after which ribbands are installed to refine the final hull shape.
In the lofting floor method (sala), the shipwright is used to design profiles of the main parts of a vessel’s skeleton. Those profiles provide the basis for the creation of special templates that are used to copy the lines on to the wood from which the corresponding parts of the vessel are to be cut. Three methods of using a lofting floor to determine the shape of a boat have been recorded in Greece. In the first method the boatbuilder chalked the lines of the boat in full size straight on the floor. In the second after having built a half model he transferred the lines onto the floor. And in the third he first produced the boat’s lines plans on paper before transferring them onto the floor for lofting [9]. The sala method is considered to be the most advanced design method in traditional Greek shipyards. Nevertheless, the older empirical moulding methods have not been completely abandoned and are still applied in the construction of small boats.
Types of Sailing
Fig. 11: The moulding method in a wooden shipbuilding yard of Syros in 2013. Credits: [7]
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The types of sails are classified according to their shape into main sails, such as the lateen sail (latini), the spritsail (sakoleva), the lug sail (psatha), the gaff sail (bouma) or spanker sail (ranta) and the square sail (stavrosi), and ancillary sails, which usually are square or triangular, like certain kinds of jibs (flokos) and forestays (stantza). Rigging is characterized by vast diversity and frequent
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Annual Edition 2018-2019 vernacular variations and is nowadays studied mostly through old photographs and oral narratives. Sketches of the most common sailing arrangements found on Greek traditional boats with one or two masts are shown in the figure 12 above.
The future of the Greek traditional boats Academic research [7] has indicated that there is a significant daily loss of information about traditional shipbuilding in Greece for over a century. The methods, materials and products associated with this activity, are being forgotten or even destroyed due to nonrenewal of the professional occupation of designers - artisans, the incomplete recording of existing knowledge and the simultaneous natural destruction of existing traditional vessels. A study conducted by the Traditional Boat Association of Greece, recorded 14,500 wooden boats sailing in Greece about 20 years ago out of which 12,500 have been destroyed following a law imposed by the European Union in 1996 to prevent overfishing in the Mediterranean. More specifically, the EU began to give incentives to reduce the fishing fleet in Europe and subsidize the destruction of fishing vessels with large sums of money, which could otherwise be rescued and used with some modifications for other purposes (pleasure boats, tourist boats). In recent years, various private and public bodies have been working to protect and promote the shipbuilding cultural heritage in Greece. In this context, exhibitions and competitions with traditional boats are organized, such as: • Spetses Classic Yacht Regatta • Cyclades Classic Yacht Race • Traditional Boat Show • Traditional Aegean wooden shipbuilding art
Epilogue Undoubtedly, the subject of the Art of Traditional Shipbuilding in Greece is too extensive and diverse to cover within the framework of an article. However, an attempt has been made to present at least the main characteristics of this wonderful craftsmanship which has been practiced in Greece for centuries and is an essential element of Greek culture.
Acknowledgements The author is grateful to Divakara Rao Karukola for his invitation
so that this guest article appears into the University’s official magazine La Ola.
References/Bibliography: [1] Damianidis, K. A. (1998), ‘Greek Vernacular Boatbuilding’, Athens: ETVA Cultural and Technological Foundation [2] Damianidis, K. A. and T. Leontidis (1992), ‘Greek Wooden Sailing Boats of the 20th Century’, Cretan Ethnology Museum, Athens: Gavrielides Editions [3] Damianidis, K. A. and A. Zivas (1986), ‘Trechantiri Boat: An Example of the Greek Shipbuilding Tradition’, Athens: EOMMEX [4] Damianidis, K. A. (2005), ‘The Craft of Shipbuilding During the Turkish Occupation’, Archaeology & Arts, Issue 97 [5] Damianidis, K. A. (2000), ‘Greek Traditional Wooden Shipbuilding’, Pyrforos Journal, Athens: N.T.U.A. [6] Σταύρος Γ. Ψαθέρης, ΠΑΡΑΔΟΣΙΑΚΗ ΚΑΙ ΣΥΓΧΡΟΝΗ ΝΑΥΠΗΓΟΞΥΛΟΥΡΓΙΚΗ, Αθήνα, 1988 – Stavros G. Psatheris, TRADITIONAL AND CONTEMPORARY WOODEN SHIPBUILDING, Athens, 1988 [7] Ισιδώρα Παπασιδέρη, Η ΞΥΛΟΝΑΥΠΗΓΙΚΗ ΣΤΗ ΣΥΡΟ ΤΟΥ 19ΟΥ ΑΙΩΝΑ. ΜΟΥΣΙΑΚΑ ΕΚΠΑΙΔΕΥΤΙΚΑ ΠΕΡΙΒΑΛΛΟΝΤΑ ΚΑΙ ΠΟΛΥΜΕΣΙΚΕΣ ΕΦΑΡΜΟΓΕΣ ΓΙΑ ΤΗΝ ΔΙΑΣΩΣΗ ΚΑΙ ΔΙΑΤΗΡΗΣΗ ΤΗΣ ΠΛΗΡΟΦΟΡΙΑΣ ΤΗΣ ΝΑΥΠΗΓΙΚΗΣ ΠΑΡΑΔΟΣΗΣ ΣΤΗΝ ΕΛΛΑΔΑ. Ερμούπολη, Οκτώβριος 2016 - Isidora Papassideris, WOODEN SHIPBUILDING IN SYROS ISLAND OF THE 19TH CENTURY. MUSEUM EDUCATIONAL ENVIRONMENTS AND MULTIMEDIA APPLICATIONS FOR THE RESCUE AND PRESERVATION OF THE INFORMATION OF SHIPBUILDING TRADITION IN GREECE. Ermoupolis, October 2016 [8] Χρυσάνθη Δαφνά, ΜΕΛΕΤΗ ΚΑΙ ΚΑΤΑΓΡΑΦΗ ΔΙΑΔΙΚΑΣΙΩΝ ΚΑΤΑΣΚΕΥΗΣ ΠΑΡΑΔΟΣΙΑKΟΥ ΣΚΑΦΟΥΣ ΣΕ ΞΥΛΟΝΑΥΠΗΓΕΙΟ ΤΗΣ ΣΥΡΟΥ, Καρδίτσα, Μάϊος 2011 - Chrysanthi Dafna, STUDY AND RECORDING OF TRADITIONAL CONSTRUCTION PROCEDURES IN SYROS WOODEN SHIPYARD, Karditsa, May 2011 [9] Kostas Damianidis, VERNACULAR BOATS AND BOATBUILDING IN GREECE: VOL. I & VOL. II, St Andrews, 1991 [10] Νικόλαος Ταμπακάκης, ΤΟ ΕΛΛΗΝΙΚΟ ΠΑΡΑΔΟΣΙΑΚΟ ΣΚΑΦΟΣ - ΠΑΡΑΔΟΣΙΑΚΗ ΝΑΥΠΗΓΟΞΥΛΟΥΡΓΙΚΗ, Χανιά, Ιούνιος 2001 – Nikolaos Tampakakis, THE GREEK TRADITIONAL BOAT – TRADITIONAL WOODEN SHIPBUILDING, Chania, June 2001
About the author Eleni Konstantinou is a graduate of both Technological and Educational Institution (T.E.I.) of Athens, Naval Architecture Department (1991) and University of Glasgow, Naval Architecture and Ocean Engineering Department (1993). In addition, she has been awarded a Master of Science by research from University of Glasgow, Naval Architecture and Ocean Engineering Department (1996). She has been employed by Hellenic Register of Shipping S.A., Piraeus since 1998 as a Plan Approval Surveyor performing Plan Approval in the aspects of Intact and Damage Stability Calculations, Loading Manuals and Longitudinal Strength Calculations, Cargo Securing Manuals, Loading Unloading Sequences Manuals, Hydrostatic Balance Manuals, Cargo Gear Calculations, Floating Platforms and more. She was born in Athens, Greece, where she is a permanent resident.
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IMO 2020 The Game Changer IMO 2020 The Game Changer Namratha B. Aby Joseph What is HFO?
Heavy fuel oil (HFO) is the main type of “bunker” oil used for ships, which is derived as a residue from the crude oil distillation. “Bunker oil” is a fuel which is poured into ship’s bunkers in order to power the ship. Bunker Oil is one of the cheapest fuel on the planet since it is the residual fuel left after removal of Gasoline, Diesel and other high grade fuel. The composition is C=85.1, H=10.9, S=4. The sulphur content in HFO after combustion in the engine ends up in the ship emissions. Sulphur oxides (SOx) are known to be toxic to human health. SOx harm aquatic species, and also contribute to the acidification of the oceans. IMO regulations to scale down sulphur oxides (SOx) emissions from ships first came into picture in 2005, under Annex VI of the International Convention for the Prevention of Pollution from Ships (known as the MARPOL Convention). Since then, the limit lines on sulphur oxide emissions have been radically tightened. Earlier it was brought down from 4.5% to 3.5%. But until now IMO never targeted sulphur with this severity until, 24-28 October, 2016, MEPC (Marine Environment Protection committee), 70th session LONDON. From 1st January 2020, the limit for sulphur in fuel oil used onboard ships operating in international waters (outside the designated emission control areas) will be reduced to 0.50% m/m (mass by mass). This will undoubtedly reduce the volume of sulphur oxides emanating from ships which stand presently
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at 3.5% (outside the designated emission control areas). This implies that each and every ship will have to cut their sulphur emissions by 85%. This will have major health and environmental benefits for the world, including good air quality, reducing risk of respiratory diseases, acid rains, reducing soil erosion. Hindering SOx emissions from ships will enhance the air quality and protect the environment. The decision has left not only shipping industry, but also oil Sulphur 4% Hydrogen 10.9%
Carbon 85.1% Chemical Composition Of HFO. IMO has targeted sulphur and aims to reduce it to 0.5%.
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Annual Edition 2018-2019 market affected. The current demand of High Sulphur fuel Oil (HSFO) is 8 million barrels per day, and shipping industry accounts for 4 million barrels per day. Experts say that there will be changes in prices of diesel related products due to the decision taken by IMO. As fuel having less Sulphur content will be more expensive. Now, let us see the alternatives available after this decision. The choices available Compliance to the Sulphur Caps: For the 2020 deadline, there are four choices available: • Switching from high-sulphur fuel oil (HSFO) to marine gas oil (MGO) or distillates • Using very-low-sulphur fuel oil or compliant fuel blends (0.50% sulphur) • Retrofitting vessels to use alternative fuels such as LNG or other sulphur-free fuels • Installing exhaust gas cleaning systems (scrubbers), which allows operation on regular HSFO. So, a fuel switch will be enforced for vessels before 1st January 2020, lest the vessel is equipped to burn alternative fuels or are already running on distillates, or have scrubbers installed. The time to implementation is brief, and operators ought to select their compliance strategy. There’s no one-size-fits-all answer, and also the most suitable choice abundantly depends on vessel kind, size of vessel, operational patterns and that fuels area unit on the market within the short and long terms. For choices requiring the fuel switch, numerous key fuel parameters are to be considered. Complications from fuel switch can be avoided by: Compiling detailed guidelines for the fuel switch, training crews to take a measured and careful approach to the procedure, and making informed decisions about the capabilities of the vessel. Preparing a ship implementation plan (SIP) can help avoid these problems. For choices requiring a retrofit, it’s additionally necessary to think about the quality of installation, potential off-hire and also the remaining period of the ship. Complicating factors when considering compliance options are regional and local regulations, which in some cases stipulate stricter requirements and in others prohibit certain compliance options. And there are disadvantages in each of these 4 options Very low sulphur fuel oil is a blend. There is no consistent grade of this fuel. The composition of this fuel varies from area to area. So this means that a ship throughout its voyage will get different compositions of low sulphur fuel oil. MGO is a consistent fuel, but it is priced well above HSFO. Retrofitting the vessels, involves economics. The ship owners have to calculate very precisely that retrofitting will add value to their vessels in the long run or not. The scrubbers’ installation allows the ship to use HSFO, but there is an installation cost to it as well.
SOx Regulations: (even stricter norms in specific regions)
This 0.50% requirement is in addition to the even stricter 0.10% sulphur limit in many countries like the North American, US Caribbean, North Sea, and Baltic Emission Control Areas (SECA) etc. California’s Air Resources Board (ARB) had enforced a 0.10% sulphur limit within the 24 nautical miles of the Californian coast. The regulation does not allow for any compliance options other than low sulphur marine gas or the diesel oil. The European Union Sulphur Directive stipulates a maximum of 0.10% sulphur content for ships in European Union ports. Belgium and Germany have been prohibited from the discharge of scrubber water in many areas, restraining the operation of open-loop scrubbers. China is already down in expanding the geographical coverage of its 0.50% sulphur areas to a 12-nautical-mile zone covering the entire Chinese coastline. In addition, discharging wastewater from scrubbers is banned within inland ECAs, port waters etc.
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Practical challenges of the fuel switch
Once the 0.50% global sulphur cap is in force, the number of vessels sustaining their operations on conventional residual fuels by utilizing exhaust gas cleaning systems (i.e. scrubbers)will be hampered. It is predicted that 80-90 per cent of the global merchant fleet will be switching from high-sulphur residual fuels to new types of distillate or blended fuels, which will be introduced into the market to meet the new regulations. Switching the fuel types is a much-awaited operation with many potential pitfalls. All the vessels functioning between areas with different sulphur limitations need to have a precise and refurbished fuel switch procedures readily accessible onboard the ship. The crew also needs to be well-trained and aware of all the risks, pros and cons associated with the switch, elseways this might risk to engine failure, power loss, or even a blackout. Fuel switch can be challenging because fuel types have totally different properties. While residual fuels with high and low sulphur content are similar, such is not the case for the new compliant fuels, residuals and distillates. Distillate and residual fuels differ in more or less all of the paramount characteristic fuel parameters, and hence tend to be incompatible when a certain blending ratio is reached.Additionally, the chemical composition of the fuels (in particular aromatic vs. paraffinic components) plays an essential part regarding compatibility between them. There is always a suspicion in the environmental and technical abilities of alternative fuels, if and how they can be deployed widely across the sector, and the subsequent impact this would have as a whole. If we observe the Sulphur content as a whole in HFSO, is only 4%. But still it had severe effects on the environment, due to excessive use. Finding the potential of an alternative fuel to become a viable option, in terms of wide scale use and delivering sector wide emission reductions, requires a thorough analysis that covers technological, environmental and economic realms. And above all the fuel must stand the test of time. There is a good possibility that a small component in the LSFO fuel may start exploiting the environment that we are trying to protect today. There will definitely be more replacements and, given the long lifetime of ships and maritime framework, a fuel strategy that is rightly suited to existing regulation may not be rightly suited in the long run of greenhouse gas emissions regulation. Other challenge to IMO is that, they do not have enforcement powers. IMO depends on local authorities for their rule enforcement. So their reliance on local players increases. IMO is always put on backfoot due to the states offering flag of convenience. So this decision indirectly makes IMO more reliant on states offering negligible norms for their ships.
Some Insights into: on board fuel systems. CLEANING: To clean a fuel system, there are three primary options: the first is manual cleaning during service –that is to clean the unused tanks and parts of the fuel systems manually during port stays. Second is through manual cleaning during dry docking –that is completely cleaning the fuel system manually during docking processes. And the third is the gradual cleaning of the tanks and fuel system using dosing additives before switching fuels. So now a basic question is why is cleaning required? Some operators and fleet owners may plan to simply switch to compliant fuels once the regulations are in force, without cleaning the fuel system. It should be emphasised, however, that the majority of the distillate fuels have a “cleaning effect”, which could further precipitate sludge and sediments present in the fuel system that could result in clogging and hamper of filters, purifiers, etc. Therefore, to avoid such operational problems and reduce the risk of damages, it is eminently recommended to perform cleaning procedures of the complete fuel system prior to the fuel switch. SEGREGATION:Taking into account that fuel compatibility will typically not be assured between different suppliers, or even from
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the same supplier in different locations, it is very sturdily advised to consider whether vessels have resilience in keeping different fuel products segregated. Segregating fuel tanks can be a way to increase flexibility and further avoid operational issues. Hence, segregation would require dividing existing tanks with retrofits of additional piping, valves, pumps, etc., which would very likely require docking of the vessel. COMPATIBILITY: During the switch between different fuel types, it is also important to note that the fuels that are mixed are compatible and stable under the operational conditions. If it is not so, or if the fuels are improperly mixed, problems may occur with severe sludge formation, which will block off the fuel system and the worst, lead to engine shutdowns. Additionally,when planning the fuel switch and bunkering, the handling and disposal of mixed and non-compliant fuel should be considered.
TEMPERATURE CONTROL: Changes to the on-board fuel treatment and fuel management system may need to be implemented when switching from residual to distillate type fuels.The fuel heating requirements in these cases will be vitally changed and should be reviewed. The installation of chiller units to run low viscosity fuels should be taken into consideration. If operating in cold climate, special consideration, need to be given to fuel management systems that will handle the cold flow properties.
RECOMMENDATIONS FOR SAFE FUEL OPERATIONS
Regardless of the fuel type selected to meet the regulatory changes in 2020, it is eminently recommended to become naive with the fuel supplier’s information regarding fuel characteristics and properties, and later compare these with the engine maker’s commendations. Although the ordered fuel grade is the
SOx Regulations in diffrent Nations
European Union
China
China has already increased the geographical coverage of its 0.50% sulphur areas to a 12-nautical-mile zone even before 1 January, 2020, covering the entire Chinese coastline. In addition, discharging wastewater from scrubbers is banned within inland ECAs, port waters.
USA
This 0.50% requirement is in addition to the even stricter 0.10% sulphur limit in many countries like North America. There are even strictier norms than the rules imposed on 1 January, 2020.
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The European Union Sulphur Directive stipulates a maximum of 0.10% sulphur content for ships in European Union ports. Belgium and Germany have been prohibited from the discharge of scrubber water in many areas, restraining the operation of open-loop scrubbers.
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Russia is set to suffer the biggest revenue losses from rules mandating cleaner marine fuels from 2020, because the world’s top exporter of the sulfurous residual oil that powers ships doesn’t look prepared for the change. Refineries across the world are bracing themselves for the once-in-a-generation shift intended to reduce pollution caused by ships. While plants in Europe and the U.S. Gulf Coast seem well positioned to make the change to low-sulfur output, Russian companies have done little to prepare Bloomberg
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How Experts take IMO 2020?
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IMO 2020 is the “Game Changer”. IMO 2020 will increase demand for oil by 1.5 to 2.0 million barrels per day in 14 months Raymond James
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IMO 2020 will push WTI/lighter lower sulfur US grades back into stronger Contango in 2019. It’s one of management’s arguments for improvement in their domestic tank/storage business. They’re doing a strategic review, outcome to be announced shortly, which will likely lead to a dividend cut and perhaps additional share price erosion. But, BPL could be a good investment opportunity after that fallout settles... Buckeye Partners (BPL)
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same at different suppliers and ports, but the fuel composition and properties differ considerably. Specific attention should be taken with regard to fuel stability and compatibility between different fuel types and their brands. It is highly recommended to use the latest fuel oil specifications in accordance with the latest revision of the international standard ISO 8217: Petroleum products – Fuels (class f) – Specification of marine fuels. Fuel availability is naturally expected to differ between ports; therefore, in the event of having to operate on an unknown fuel, knowledge of different fuel characteristics and properties is essential to avoid operational problems. Training of crew to perform on-board fuel compatibility tests may reduce potentially common problems if an unfamiliar fuel is considered for temporary use. Lastly, to ensure efficient dealing with the fuel types, it is advised to carefully follow the IMO-guidelines related to the recommended fuel sampling and sampling points on-board.
Not only shipping industry, troubled waters ahead for oil industry as well.
With increase in demand of LSFO, experts say the prices of diesel are expected to increase. There are huge changes in global refining sector. Refining is the process of extracting fuel. First of all high quality fuel was extracted. HSFO being low quality remained in the end. The shipping industry was a major consumer of this product. But now there is increase in quality of fuel. So this changes the refining industry. Some of the refineries will have to put in some major investments as they now have to produce LSFO in major amount and HSFO in minor amount. So there are indirect implications for Oil refineries, especially for those which were shipping oriented.
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PROJECT HABAKKUK: THE ICY CARRIER
SANDEEPAN MANNA La Ola
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A project put forward by neither a Naval architect nor a mathematician, but by a mere journalist, Mr. Geoffrey Pyke during the Second World War. “Project Habakkuk” or “Habbakuk” was a plan of the British against the Kriegsmarine (Navy of Nazi Germany) during the first few years of World War 2 for construction of an aircraft carrier out of Pykrete (mixture of ice and wood) owing to the less range of land-based aircrafts and vulnerability of the stereotypic metal made aircraft carriers to swifter and deadlier U-boats. But after successful scale tests and creation of a prototype in a lake (Patricia Lake, in Jasper National Park) in Alberta, Canada, and the project was shelved due to rising costs, added resource requirements, also making of higher ranged naval version of aircrafts in second half of war.
Initial Concept
Geoffrey Pyke was recommended to Lord Mountbatten, the Chief of Combined Operations by the Cabinet minister, Leopold Lamery. Geoffrey Pyke was then working in Combined Operations Headquarter (COHQ). Pyke conceived the idea of Habakkuk when he was in the United States, while working on a scheme to assemble winter operations in Norway. He had been observing the problems of seaborne landings and Atlantic convoys which were out of reach of aircraft cover. Another problem aroused was short supply of steel and aluminium. Pyke concluded the answer as ice; its production was so easy that energy required for its production was equivalent to 1% of energy required for production of steel. He proposed levelling of an iceberg (natural or artificial), levelled the upper part for runway and hollowed out the lower part for storage of aircrafts. When Mountbatten passed Pyke’s plan to the Prime minister, Churchill, he was very enthusiastic about the plan.
Building the largest icy Warship ever
Building a warship of ice was just as hard as it sounds. If you want to make ice stable in water then it should be in 1:10 ratio, so, if a plane has to be launched from 50 feet height then the ship should be at least 500 feet in depth which was practically very difficult. It was also very difficult to move such a big and unstable chunk of ice at higher speeds. Thus, the hurdles of impossible icy ship came into picture.
Finding solutions:
In early 1942, Geoffrey Pyke and one of his friends, J.D. Bernal consulted Max Perutz, a renowned Biologist, to construct an ice floe large enough to make an airstrip on it. Perutz declined the ice floe idea explaining that the natural icebergs are small and can easily topple when fitted with an airstrip. Then, the idea of Pykrete came into picture.
What exactly is Pykrete?
Pykrete is a mixture of wood pulp and ice which when frozen was stronger than ice and at the same time presence of wood would increase the material’s melting temperature, thus it won’t melt easily and sink. Pykrete could be machined easily like wood and cast into shapes like metal. Also when immersed in water, it formed an insulating sheet of wet wood pulp. This surface would protect interiors from further melting. However, Perutz observed that the ice would somehow was melting through the process called plastic flow. Thus, his test result also showed that Pykrete ship was sagging prone until it was cooled to a temperature of −16°C (or 3°F). To accomplish the ship’s surface idea, it would have to be protected by insulation and to prevent melting; a separate refrigeration plant had to be made with a complex system of ducts. Looking for an answer to the problems, Perutz proceeded with his experiments on Pykrete for its viability and optimum composition. He conducted these experiments in a secret location underneath the Smithfield meat market, London. Everything was done in a meat locker, behind the protective screen of frozen animal carcasses.
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Annual Edition 2018-2019 Real-time check: The Scale Model
A decision was made to make a scale model test at Jasper National park, Canada to examine the insulation and refrigeration process, and to see how Pykrete would stand up to the artillery and explosives. Large Pykrete blocks were made in Lake Louise, Alberta. Using these blocks, a small prototype of dimensions 18 metre*9 metre (or 60 feet*30 feet) was made in Lake Patricia, Alberta. This prototype weighed around 1000 tonnes and had a 1HP motor for refrigeration purposes. The prototype’s construction was done by conscientious objector. They were also not told about what they were constructing. Bernal informed Combined Operations HQ that a 1000 tonne model was being built by Canadians. The chief of Combined Operations responded that Churchill, along with other joint secretaries insisted to give project Habakkuk the highest priority and other ships would be further ordered if it was a success. The Canadians were confident about constructing a vessel by 1944. Necessary materials listed then were 300,000 tons of wood pulp, 25,000 tons of fibre board insulations, 35,000 tons of timber and 10,000 tons of steel. The estimated cost of £700,000 was given. Meanwhile, Perutz determined that the optimum composition of Pykrete should be 14% wood pulp and 86% water. He also wrote to Pyke that certain tests had to be completed before May, 1943 to get the ship done by 1944. By May, there was a serious problem of Cold flow (tendency of solid to move or deform permanently in presence of mechanical stresses) and it was obvious that more steel reinforcements were needed as well as more effective insulation around the hull. This caused the cost estimate to rise to £2.5 million. Besides, the Canadians also gave up hopes of constructing a ship by the coming summer, resulting in Pyke and Bernal also agreeing that there won’t be any Habakkuk by 1944. Later, Pyke was forced to quit the project. Naval architects and engineers continued working on vessel Habakkuk along with Perutz till May, 1943. The requirement of vessel went on to become more demanding. It had to have a range of 7000 miles and admiralty wanted it to be torpedo proof, which meant that the hull should be 40 feet thick. Fleet air arm decided that heavy bombers would be launched from it, which meant flight deck has to be at least 2000 feet long (610 feet). Another major problem aroused was of steering. Initially it was suggested to steer the ship by varying speed of motors at either side, but the Royal Navy insisted of rudder. However, the problem of mounting of a rudder over 100 feet high was never solved.
Variants
Naval architects had 3 different versions of Pyke’s concept: • Habakkuk I- Would have been completely made up of wood. • Habakkuk II- Closest variant to the blueprint given to COHQ (Combined Operations Headquarters) would have been very large, slow, self propelled vehicle made of Pykrete. And it should consist of flight deck of 1200 metres and beam of 180 metres.
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• Habakkuk III- Smaller version of variant II. The final design of Habakkuk would have given it a displacement of 2.2 million tons. Steam turbo-generators would have supplied 33000 hp (25,000 kW) to 26 electric motor mounted on external nacelles (Motors were insisted to keep outside; otherwise it would have too much heat for an ice craft). In armaments, it would have 40 dual barrelled 4.5” DP (Dual Purpose) turrets and numerous anti-aircraft guns. The ship would have housed an airstrip and would have been capable of carrying 150 twin engine bombers.
End of Project
By 1943, Quebec Conference, the Habakkuk project had got both Churchill’s and Mountbatten’s approval. Later, NRC Canada confirmed that the whole vessel would cost more steel than steel needed in building a whole new fleet of aircraft carriers. PM Churchill was so enthusiast of the project that he had to be kept in dark till NRC president confronted Churchill of the problems. Mountbatten listed following points in the meeting: • Requirement of steel had increased comparatively at the end of war • British Air Force received permission to launch planes from the airstrips in Azores Island in mid-Atlantic. • Introduction of long-range fuel tanks in plane, thus increasing range of aircrafts. • Production of escort carriers increased. Mountbatten withdrew from Project Habakkuk. In the final meeting for Habakkuk in December, 1943, the board concluded, “The large Habakkuk II made of Pykrete has been found to be impractical because of the enormous production resources required and technical difficulties involved”. Another reason of ice-usage falling out was the idea of making artificial islands in mid-Atlantic for launching aircrafts (under Project Tentacle). Habakkuk today We can conclude saying that Habakkuk, if made, would have been one of the strongest aircraft carriers, especially the unsinkable one. It was so stable that it took 3 summers to melt the ice of prototype itself. Habakkuk, if made today might have solved many climate issues, as people would have tried to conserve glaciers to make ships out of them.
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MARINE TECHNOLOGY RESEARCH IN AALTO UNIVERSITY
MARINE TECHNOLOGY RESEARCH IN AALTO UNIVERSITY Spyros Hirdaris Our Group – Strengths and Tradition The Marine technology group of Aalto University (Finland) investigates the responses and strength of ships in a complex physical environment where ice- and wave-induced loads are present. We also investigate the system-level issues at the scales of shipping systems and fleets as well as individual ships and their subsystems. Our focus is on passenger and ice-going ships and on autonomous ships. The core aim of our research is to help understand and develop technologies with the aim to ensure maritime safety, and enable sustainability through advanced solutions. We achieve this via our focus on the first principles of applied mechanics (e.g. hydrodynamics, structures and their interactions, lightweight structures), statistical methods and systems engineering. Our main research activities today are related to the advanced structures, hydro-elasticity, passenger ship safety (see https:// www.flare-project.eu/), safety of smart maritime solutions, risk framework development for navigation in Polar waters (e.g. see : https://www.aalto.fi/cepolar).
loads of Arctic structures and ice load portal: From model scale testing to the industrial scale (ARAJÄÄ)” (2015-2017), “Advanced Autonomous Waterborne Applications Initiative (AAWA)” (2015-2018), “Smart City Ferries (ÄLYVESI)” (2016- 2018), “Design for Value (D4V): mapping the path for a Safe Maritime Ecosystem” (2017 – 2019). Internationally collaborative projects include “Strategic and Operational Risk Management for Wintertime Transportation System (STORMWINDS)” (2015-2018) and “Review, Evaluation and Future of Baltic Maritime Risk Management (BALTIMARI)” (2018-2021) funded by the BONUS program, and the “Center of Excellence for Arctic shipping and operations (CEARCTIC” funded by the Lloyds Register Foundation (2013-2020). We are the only university in Finland giving master level education of marine technology. Our education package promotes in-depth understanding of naval architecture and marine engineering. We educate future professionals on principles for ship construction and design, including hydrodynamics, loads, structural analyses, stability, safety of marine traffic and winter navigation. We support personalized learning, while teaching is carried out by group or individual
Aalto Marine and Arctic Technology research unit has been involved in multiple national and international research projects, with main national funding obtained from the Finnish Funding Agency for Innovation (TEKES), Academy of Finland, and Finnish Metals and Engineering Competence Cluster Ltd (FIMECC). The unit has led or participated in 15 EU-funded research projects in FP5, FP6 and FP7, as well as in Baltic Sea Region programmes. Examples of the projects include FP5DICSO, FP6-SAFEICE, FP7-SAFEWIN and INTERREG IV MIMIC and CAFE. The research unit has been involved in several risk and safety related national and international research projects. Examples are the national projects “Vessel Operations and Routing in Ice Conditions (VORIC)” (2015-2016), “Ice
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Annual Edition 2018-2019 assignments, project work, lectures, and workshops. Theory within this education package is supported by experimental work, and computer simulations are used to convey concepts. Accordingly, students can select the following study paths: Naval Architecture, Arctic Marine Technology, Ship Project Engineer, Structural Expert, Hydrodynamic Expert, Smart Maritime Expert, Cruise and Ferry Design Expert. The majority of graduates work in design and research positions in shipyards, research institutes, design offices, shipping companies and regulatory institutions.
Looking Ahead – Our research focus on Ship Safety and Sustainability With more than 70% of the planet’s surface covered by water, the oceans are at the heart of life on earth. They drive our climate, shape our environment and are becoming increasingly important as a source of raw materials, food and energy. Globally, close to 90% of goods travel to their destination by sea and these volumes will continue to increase. Given the pivotal role and potential of oceans in the economic and social wellbeing of our planet, their use must be managed sensitively. The quest for safer and sustainable shipping reflects the demand from leading maritime research and education providers to position themselves in an ever changing and demanding environment. Over the years to come maritime research, innovation and education will be the key to safe and sustainable waterborne operations. At the Aalto Maritime Technology Research Group we understand that, in the coming decades, we must pursue research and education excellence that will help deliver clear social and economic benefits without adversely affecting the environment upon which we depend. To succeed, we strive to become more international, improve our infrastructure, our education programs, our knowledge and our open innovation capabilities. To implement our vision we take stock from our strengths and tradition and we plan to respond to the future research agenda along the following directions that promote safe and sustainable shipping : a.Assuring safety and security of the supply chain Today some supply threats are technology or climate based, others are geo-political. With the political stability of countries bordering important shipping routes become more uncertain, acts of piracy and terrorism are likely to continue. We believe that new solutions for ensuring the security of ships and their crew need to be developed and implemented in addition
to reducing our dependence on fossil fuels and increasing the ability of vessels to withstand extreme events in both ice infested and open water conditions. b. Promoting safer and more environmentally friendly ships Given the high-technology nature of the shipbuilding sector and the high priority for safety and environmental quality, high global standards and effective international control are important. In this sense we are interested in contributing to E-Navigation solutions that will help improve safety standards, monitoring standards and hence the flow of information from ship to ship and ship to shore in both open waters and ice infested environments. Understanding new technology trends such as big data analytics, artificial intelligence, machine learning, the Internet of Things and their use for safe, sustainable and possibly autonomous operations will be critical upcoming research priorities. c. Technology, education and skills Research and innovation are key in terms of delivering the leading edge technology the sector requires. The maritime sector can only remain competitive if it continues to deliver high added value by using leading edge technologies and processes to create intelligent products. The 4th industrial revolution means that in the future labour migration between the maritime clusters and across should be encouraged and supported. This means attracting and retaining an appropriately educated and trained workforce. Finland are world-wide recognized superpower in education. At Aalto University we are proud to contribute to numerous national (https://fitech. io/en/studies/marine-technology/) , regional (http://www. nor-mar-eng.org/) and pan-european initiatives (http://www. wegemt.com/) that promote the maritime profession. In the future we intend to intensify these efforts and promote lifelong learning as a key attribute.
Author biography Spyros Hirdaris is Associate Professor of Marine Safety in the Marine Technology Research Unit of Aalto University that consists of 45 people at the School of Engineering. He has about 20 years of research experience related to safety of ships, ship loads and responses with about 130 publications under these topics. In the past he worked for 14 years for Lloyds Register in London. He received his PhD in Naval Architecture from the University of Southampton in 2004. His main research interests have been devoted to the analysis of wave-induced loads on ships, and marine safety in open waters. As part of his research he has worked on understanding risks associated with the implementation of maritime technologies for safe and sustainable shipping (e.g. wind, nuclear propulsion; autonomy etc.). To date he participated and managed a rich portfolio of EU, and International Industry projects. He is European Engineer, Chartered Engineer, Member of the International Ship and Offshore Structures Congress, Member of the Royal Institution of Naval Architects (UK), the Society of Naval Architects and Marine Engineers (USA) and the Technical Chamber of Greece.
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Submarine Carriers
Submarine Aircraft Carriers Aircraft Carriers and Submarines: two indispensable types of equipment of modern naval warfare. Ever since the arrival of these vessels, the tide of victory has turned in favour of the navy with the largest carriers and the stealthiest submarines. But what if we combine the deadliness of both vessels into one? The answer - “Submarine Carriers.” In very basic terms, a submarine carrier is a special kind of submarine that is equipped with devices to launch and retrieve aircrafts from its’ specialized deck, while retaining all the capabilities of a regular submarine. This may seem an impossible idea, but the reality is such boats have existed and proved their worthiness.
SUBMARINE CARRIERS IN HISTORY
During the Second World War, most of the belligerent nations possessed both U-Boats and Aircraft carriers in their inventory. However, the Imperial Japanese Navy had a surprise in store – the I400 class Submarine carriers. These specialized submarines were capable of carrying up to three Aichi M6A1 Seiran underwater aircrafts (These were submarine-launched dive/torpedo bomber aircrafts) to their destinations, launch them and quickly dive before getting discovered. They also carried 8x 533mm torpedoes for close-range combat.
INCEPTION
These submarines were the brainchild of Admiral Isoroku Yamamoto, Commander-in-Chief of Japanese Combined Fleet. He devised the idea of taking the war to the US mainland by planning attacks on US coastal cities using submarine carried aircraft. After conducting a feasibility study, Yamamoto placed the proposal to Fleet Headquarters and called for 18 submarines capable of making 3 round-trips to the West Coast of USA or a round-trip to any point on the globe. They were to be equipped with at least two attack aircrafts, armed with one torpedo or 800kg bomb.
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SANURAG SAHA
DESIGN FEATURES AND EQUIPMENTS
Each submarine had four 1,680 kW engines and carried enough fuel to go around the world one-and-a-half times—more than enough to reach the United States travelling east or west from Japan. Length overall of the submarines were more than 120m and displaced 5,900t, more than double their typical American counterparts. The necessary strength and stability to handle the weight of large on-deck aircraft hangar were provided by the unique figureof-eight shape of its pressure hull. To allow stowage of three aircraft along the vessel’s centreline, the conning tower was offset to port. Located approximately amidships on the top deck was a cylindrical watertight aircraft hangar, 31m long and 3.5m in diameter. The outer access door could be opened manually from outside by turning a large hand-wheel connected to a rack and spur gear or hydraulically from within. A 51-millimetre-thick rubber gasket made the door waterproof. Three waterproofed Type 96 triple-mount 25mm autocannon for air defence were situated atop the hangar and two aft and one forward of the conning tower. A single 25mm autocannon on a pedestal mount was also located just aft the bridge. Aft of the hangar was positioned one Type 11, 140mm deck gun. It had a range of 15km. Eight torpedo tubes were mounted in the bow, four above and four below. There were no aft tubes. Stowed in an open recessed compartment on the forward port side, just below the top deck, was a collapsible crane used to retrieve the submarine’s Seiran floatplanes. It had an electrically operated hoist and was capable of lifting approximately 4.5t once raised mechanically to a height of 8m via a motor inside the boat with a boom extension to a length of 11.8m. A special trim system was fitted to loiter submerged and stationary while awaiting the return of their aircraft. However, the operation of this system was noisy. Two parallel sets of demagnetization cables were strung along the submarine’s gunwales, running from the stern to the bow planes. They were meant to protect against magnetic mines.
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Electronics on-board the I-400s included a Mark 3 Model 1 air search radar equipped with two separate antennas capable of detecting aircraft out to a range of 80 km. It was also equipped with Mark 2 Model 2 air/surface radar sets. Each of them carried an E27 radar warning receiver, connected to both a trainable dipole antenna and a fixed non-directional antenna. The submarines were equipped with two 12.2m long periscopes of German manufacture, one for use during daylight and the other at night. The hulls from the waterline to the bilge keel was coated with a special anechoic coating made from a mixture of gum, asbestos and adhesives dampen reverberations from the boat’s internal machinery and also to absorb or diffuse enemy sonar pulses, theoretically making detection, while submerged, more difficult. In May 1945, one model was fitted with a hydraulically raised air intake device, a German-supplied snorkel, allowing the boat to run its diesel engines and recharge its batteries while remaining at periscope depth.
OPERATION
(How they stowed the aircraft in submarine?) The Seiran was specifically designed for use aboard the submarines and could carry an 800kg bomb 1,000km at 475km/h. To fit inside the narrow confines of the hangar, the floats were removed and stowed, the wings rotated 90 degrees and folded backwards hydraulically against the fuselage, the horizontal stabilizers folded down while the top of the vertical stabilizer folded over so the overall forward profile of the aircraft was within the diameter of its propeller. A crew of four could prepare and launch all three in 30 minutes (or 15 minutes if the planes’ pontoons were not first attached, which would make recovery impossible). The Seirans were launched from a 26m Type 4 No. 2 Model 10 compressed-air catapult, placed on the forward deck of the submarine. Four high-pressure air flasks connected in parallel to a piston were underneath the catapult track. The aircraft, mounted atop collapsible carriages via catapult attachment points along their fuselages, would be slung 70–75 feet along the track, though the piston itself only moved between eight- and ten-feet during operation. The aircraft were to be launched using a catapult and fly their missions. The launching submarine was to submerge and stay in place to allow the aircraft to navigate back to the area by dead reckoning. It would land on the water with its floats, and be hoisted back aboard by crane. This was the usual mode of operation. In cases where fast launching and recovery was essential for escape, the floatplanes could be launched without their floats, and ditched upon landing, saving the time spent recovering and re-hangaring the aircraft, which was a complex and lengthy procedure.
DRAWBACKS
Just like the huge advantages of these aircrafts, there were some major drawbacks too. Manoeuvrability was a real issue in I400-class submarines owing to their small rudders. The large superstructure and their port offset caused the submarine to veer off course during any strong wind. The maximum safe diving depth of the I-400-class
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submarine was only 100m. This lower dive depth presented problems if the submarine dived at too steep angle in an emergency. Because of the massive craft hangars and conning tower, all I-400class boats had significant visual and radar signatures on the surface and could be detected by aircraft relatively easily. Dive time was fifty-six seconds; nearly double that of U.S. fleet submarines that made these submarines more prone to attack once they are spotted on the surface by enemy boats or aircrafts. The offset superstructure forced the helmsman to steer seven degrees starboard in order to steer a straight course when submerged and travelling at a slow speed of 2 knots. When conducting a torpedo attack, the captain had to take into account his larger turning circle to starboard than to port, again because of the offset design. The crew members in I400 had no air conditioners to regulate temperatures in tropic waters and no flush bathrooms. Lack of cold storage greatly limited the crew’s diet, while inadequate sleeping quarters forced some of the crew to sleep on the decks or in passageways.
Relevance in Modern Wars
• No such carriers exist in the modern world. Though this ability of covert attack is alluring, sustained air operations would largely negate the advantage of being submersible. • Moreover, submarines large enough to carry a formidable air arm would be prone to detection and counter-attacks. Also considering the cost of such specialized carriers, it is highly unlikely any navy would consider their construction worthwhile (especially when surface aircraft carriers with their battle groups can do the same job more effectively). The advent of submarine-launched cruise missiles (SLBMs), which can work both as strike weapons and disposable surveillance drones, reduces the requirement of such carriers. • However, projects are in progress to include UAV (unmanned aerial vehicle) launch and recovery capabilities in submarines. German Type 212 submarines already have the capability to launch UAVs.
CONCLUSION
So to conclude, submarine carriers did have a bright past, but now have a bleak future. This is mainly due to advancements in tracking and detection technologies. But the idea is not completely dead. It is just being remodelled for modern combat!
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SUBMARINE ENVIROMENT WORSHIP JAISWAL
SUBMARINE ENVIROMENT
Knowing the natural and human-built environments, raising awareness on factors impacting them is necessary sonas to let us take actions upon improving and sustaining it. If one is aware of the environment and its impact on respective body benefits, i.e. critical thinking skills, imagination power, tolerance and understanding ability, responsible actions can be taken for a better environment. Anything which surrounds the submarine, affecting its function directly or indirectly is called the submarine environment. Hence submarine has two types of environments: • External • Internal When the submarine dives into the shallow ocean, it has to interact with wind driven circulation, surface gravity waves, currents and turbulent mixing of heat and salt, which is caused due to earth’s rotation which later creates density variation. Shallow Oceans are light, warm, have relatively low pressure and density with lots of critters and plants, while on the contrary, deep Oceans are dark, cold, with serious high pressures and density with almost no life. As the submarine dives deeper into the ocean, pressure increases significantly.To sustain in the deep oceans, pressure hulls are made. The diving depth of the submarine is limited to the strength of their hull. If the air pressure inside the submarine is allowed to be equal to the water pressure outside the hull, the oxygen tends to become toxic at such high-pressure variations. Therefore, when the inside pressure is kept normal to the atmo-
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spheric pressure, the hull should be able to withstand the pressure being acted upon the submarine by surrounding water, as inside air pressure is lesser. The surrounding water pressure increases with depth and so does the stresses on the hull. Each 10 metre (33feet) of depth puts another atmosphere (1bar, 14.7psi, 101kpa) of pressure on the hull, so at 300 metre (1000feet), the hull has to withstand 30 atmospheres (30bar, 441psi, 300kpa) of water pressure hence pressure. Hence, hull plays a major role in bearing high pressure. Pressure Hull is the inner hull of a submarine that supports the structural integrity by maintaining the difference between both the surrounding and inside pressure at depth. It is called pressure hull as it actually withstands immense pressure from the surroundings. It is made with complex structures and high strength reserves and is separated by water tight bulkheads into various compartments. Internal environment depends on machines and other accessories which are operated and controlled by crew. As the number of crew members increase, the demand for the supply of O2 in proper proportion also increases. Inside the vessel, chambers are congested, while movement and commotion is quite restricted. The primary task in the submarine is the maintenance of clean air and comfort, as the huge amount of pollutants are present (like Carbon Monoxide, Carbon Dioxide, Hydrogen Stibine (SbH3), Sulfuric Acid, Aerosols, Oxides of Sulphur and Nitrogen, Chlorine etc.) in the compartment. Comfort in any environment is a pleasant aid, rooted on physical, physiological and psychological parameters, as it renovates the work productivity. Comfortable physical condition
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exists when the surrounding temperature is 24.5℃ and relative humidity 40% and air velocity 0.25m/s. All these are maintained up to the extent. The extent of CO released inside the submarine is directly proportional to crew members and human metabolic activities which create organic compounds through sweat, saliva, urine and faeces. Generally, the submarines are provided with canned food sources but sometime these canned stuffs are taken out and warmed. These operations contaminate the cabin air to some extent. Food odours are pleasant only in the dining place, their accumulation in the whole indoor air is undesirable and gives birth to pollutant hydrocarbon. In addition to these pollutants, there are noise (vibration) radiations produced from the engine room. The diesel oil, when consumed in the engine, generates carbon mono-oxide, carbon dioxide & sulphur oxides. Engine room of submarines are equipped with well protected gaskets which will not allow any of the exhaust gases to enter the compartments. Even the slight penetration of the volatile CO, CO2 could be serious when submarine dives underwater since releasing these pollutants underwater is quite a task. These listed pollutants present in the submarine compartment individually affect, the comfort of crew onboard. Infact, they also give the synergistic effect in which these pollutants tend to combine within them and react with each other leading to a complex mixture (similar to photochemical smog).
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Annual Edition 2018-2019
Activities In Indian Maritime University, Visakhapatnam Campus
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Source: Vizione/Mukund Gupta
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Annual Edition 2018-2019
Music And Dance Music And Dance Among the stressful life of college, an individual can experience soothing and relaxing sensation through music and melody and at the same time will find dance as a resort to channelize their energy. Music and dance are an integral part of the cultural events; one can have in a college. Through dance, students can learn teamwork, focus, concentration and other improvisational skills while music can regulate emotions and create an aura of happiness and stress-free environment. With the vision of an individual’s improvement in music and dance, in 2017, was created a club which would provide a platform for the same in the college and the club would also help in institute’s cultural activities. The M.A.D. club revolves around all those from whom you just can’t take the rhythm away. Thus, saving one’s interest in music and dance while pursuing a technical degree. The M.A.D. club runs with the objective to train the interested, to enrich the talented and attract seekers; take some relaxation from stress of their daily hectic life. The M.A.D. club operates throughout the year with positive energy and great enthusiasm. It conducts training sessions regularly along with auditions on advent of new batches. This year, M.A.D. club boosted its journey with a lit signature performance on the freshers 2k19 “Navtarang” thereby setting a benchmark for college events. The club members compete among themselves to bring out the best within. The clubs aim to encourage talent in music, instrumental and various dance forms. The impending ideas of club are to shoot maximummusic and dance cover and showcase their excellence in various university’s events and other platforms available. LOOK AHEAD FOR THE FABULOUS PERFORMANCES!!!
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Annual Edition 2018-2019
UDIO PER ST THE PA
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Annual Edition 2018-2019
Vizione
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Vizione EXPLORE CAPTURE INSPIRE
“A good snapshot stops a moment from running away� -Eudora Welty
Moments fade with time. Photography is the magical tool to the mankind which helps to store every single moment of the history. It is very important to enlighten the new generation with the skills of photography especially when they are in an era of chaos, fight and lack of time; with this vision our seniors started this club, Vizione. The mission of this Photography Club is to provide a supportive environment for interested students to share their creativity, knowledge and passion for photography. This Club is offering its members the opportunity to engage in creative pursuits and collaborate with their fellow friends. Involved students are being able to experience various aspects of Photography; they are also given tasks to cover pictures and videos of all the events that happen in the college which includes sports, arts and festival celebrations etc. Vizione is collaborating with other clubs in various activities by providing media support. The club ultimately aims at expanding the vision of its members to the widest horizon of their persona and to manifest their ideas to the whole world.
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Annual Edition 2018-2019
SHOW OF THE STRENGTH Onam the annual harvest festival is endemic to the state of Kerala. According to legends, the festival is celebrated to commemorate King Mahabali, whose spirit is said to visit Kerala at the time of Onam. This was celebrated on 9th September with zeal in the IMU Vizag campus. The students belonging to this state were dressed in their ethnic wear. Lip smacking, traditional food was served on banana leaves. Evening saw different games being played by the students. Mentionable among these is the TUG OF WAR which was an inter-batch competition, in which First Years were declared the winner and fourth years the runners up. To make this event more fun filled some traditional games were also played and many individuals were declared winner. The day ended with all the students beating their feet to the lyrics of some popular Bollywood and Malayali songs.
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ONAM
2K19
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ONAM
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2K19
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Annual Edition 2018-2019
DEEPAWALI
DEEPAWALI
Deepawali the festival of lights which solemnizes light overcoming darkness was celebrated by all the students of IMU Vizag. From lighting the campus with diyas and hand-made lamps to bursting of crackers, every nuance of the celebration was carried on with great enthusiasm and enjoyment. Rituals were also followed religiously. The preparation for this festival started few days before the actual day. All the students whole heartedly participated in this preparation. From cleaning the campus, to putting up lights, hanging handmade lanterns, all the nitty-gritties of the festivals were handled by the students. The evening saw pooja being done in the traditional way, after which there was a grand dinner followed by shaking and tapping the toes to the beats of the music. Finally the day ended by bursting crackers and building camaraderie.
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Annual Edition 2018-2019
NAVTARANG
NAVTARANG 2K19
This year the Freshers was given the name “Navtarang 2019�. The purpose of Freshers Day is to welcome new students in a friendly atmosphere and avoid social evils, to encourage their creative impulses and to boost their confidence. It is the day where seniors and juniors bond and unite to celebrate being a part of the college. The program commenced with the Students of B.Tech First Year introducing themselves to the college. The students were also given prizes for various sports and cultural events held so far. The students of First year MBA and M.Tech courses also introduced themselves to the faculty. The Introduction session was followed by an array of events. The students en-
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tertained the university with their melodious songs, exhilarating dance performances, standup comedy and hilarious skits. MAD club of IMU Visakhapatnam also performed a special dance on this event. Special Lunch was served in the afternoon and the day ended with the students displaying their dance moves on the DJ floor.
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Annual Edition 2018-2019
Dussehra
DUSSEHRA
Dussehra is a festival marking the victory of good over evil, the rise of justice over injustice. This was the first Dussehra of IMU Visakhapatnam in the new campus, and as usual, it had to be grand in every order. The preparations began with building of the effigy of Ravana, the mythological king of Lanka, who was defeated by Lord Rama in the final battle of the Ramayana. A staggering 13 foot effigy was built over 3 days, with the collaboration of the students and members of THE PAPER STUDIO. The effigy was built completely out of recycled materials like cardboard and paper. The Dussehra programme commenced with an enactment of the last scene of the Battle of Lanka, where Lord Rama and Ravana faced-off for the last duel. Lord Rama vanquished over Ravana amidst thunderous cheering from the students. After the play, the students of B.Tech Fourth year were requested to light the effigy on fire. The burning of Ravana symbolized the burning of greed, pride and all other negative traits that weigh down character of a human being. After this, fireworks were lit, which added more colours to the already colourful evening, and also marked the ending of the programme.
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Janmashtami Janmashtami Krishna Janmashtami, also known as Gokulashtmi or simply Janmashtami is an annual Hindu festival that celebrates the birth of the most enduring God of Hindus, Lord Krishna, the eighth Avatar of Lord Vishnu. to make this occasion successful, the students of IMU worked together with brotherhood and unity. Boys dug a mud pit and girls decorated the ropes, pots and palki. Everybody gathered at the boys hostel in the morning and celebrations started. Lord Krishna’s statue was brought and was placed in his beautiful palki with huge ebullience and pleasure. Pooja started after a while and mantras were chanted loudly. Sweets were distributed among all the students. Everybody got so much flown away in Krishna’s beauty and charm that they started singing and dancing with delight. Students commemorated the events of birth of Lord Krishna by preparing human pyramids to break the pot which were filled with milk and curd. They competed amongst themselves to break them in least time. The competition was activated by B.Tech First Year boys and the senior most batch the 4th years broke their own pot in the least time and became the clear winners. Some of the students also played on the mud pit and took full enjoyment of the festival. The festivities were concluded by the pyramid of girls.
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Annual Edition 2018-2019
G GANESH CHATURTHI
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anesh Chaturthi
The immersion of statue in the water teaches us that everything is temporary in life and that it is sometimes necessary to let go of things which we love
The spectacular festival of Ganesh chaturthi honours the birth of the beloved Hindu - elephant headed God, popularly worshiped for his ability to remove obstacles and bring good fortune. Lord Ganesha also called as “Vighnaharta” or “vinayaka”, is the god of wisdom and prosperity, so people all over in India worship to get the same. This year on 2nd September the students of IMU Vizag, made an eco-friendly Ganesha’s idol with mud and then decorated it with bright colours. All the faculty members were given beautiful invitation cards created by leaves with the essence of chandan and holy thread which bounded the leaves together. The statue was installed at the pedestal of boy’s hostel for 5 days. After installation, a ceremony was undertaken to invoke his holy presence into the statue known as Pranampratishtha puja and at that time a number of mantras were recited. Ganesha’s favourite sweet Modhak was also prepared by IMU students. On the fifth day, the staff members also attended the puja with huge devotion and in the evening, Ganesha’s idol was taken to the nearby village for Visarjan. Prasadam was distributed among the village people and students of IMU danced along with the Dhol-Nagada and prayed for their health and happiness.
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FORCE BEHIND THE EVENTs (imuss) Rajiv Ratna Jha General Secretary
I aspire to create an environment of originality and cooperation amongst the students and clubs of the institution. I will try to level up the existing events conducted on the college level to let students get more exposure.
Deepak Cheran Cultural Secretary I aspire to increase the cultural cognizance among the students so that each can express and explore one another’s culture and to conduct culturally enriching events on days of cultural importance so as to improve the personality building of the students and to provide platforms for the clubs to work together and improve their talents . I believe these initiatives will assist students to actively socialize as an integral family of intellectually capable and socially acceptable beings.
Rishu Singh Treasurer I would like to be a contributing member in the developing phase of IMU Vizag and aspire to create more opportunities and platforms for the students, so that they can explore and get encouraged to dive deep into the ocean of knowledge and come out with valuable gems.
Ayush Vardhan Sports Secretary
I would like to incline the students more towards sports and games rather than unfruitful things. My aim is to make our campus self sufficient for conducting INTER IMU COMPETITION(S) and have good connection with the neighboring colleges by the means of sports.
Harshith S Gowda Advisor The main focus is to create awareness among the students, which motivates the students towards the success of college while creating their own personality. My aspirations also include maintaining a cordial relationship between students and staff, which in turn will be helpful for creating a stronger bond and thus improving the quality of life and education in the campus.
Amitrajeet Kumar Advisor With the diversity of students here, the environment looks awe-inspiring. Having been part of its mount journey will always be an honour and soon with its cumulated effort’s we will be among the top universities in the nation
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Annual Edition 2018-2019
Source: Vizione/Siddarth Amaravathi
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Our Team
S Padmashree (Manager Library) Advisor La Ola
RAGHAV PARASHAR Chief Editor
Anshul Kumar Rai Designing Head
Vishva Ragunathan Writing Head
Supporting Team Abhishek Mishra Namratha. B Priyanshu Banerjee
Naman Singh Sandeepan Manna K. Vikas
Aby Joseph Sanurag Saha
Rahul Patil S.Santhosh Kumar
“We would like to thank ‘Vizione’ club for capturing joyful moments and their excellent coverage of college events.”
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Contact us: laola.imuv@gmail.com https://www.facebook.com/laola.imuv
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