Final ReportSummary - SHIPARRESTOR (Development of a combined sea anchor and connector to be deployed by helicopter in order to prevent sea vessels in drift from grounding or colliding with offshore i
The SHIPARRESTOR project is a Seventh Framework Programme (FP7) project for research for small and medium sized enterprises (SMEs). It had an official start date 1 October 2008, and lasted for 26 months. The beneficiaries in the project are as follows: Miko Marine AS (SME and coordinator), Norlense AS (SME), A Haberkorn (SME), OPUS Marine GmbH (SME) , Le Floch Depollution (OTH), the Norwegian Institute of Technology (research and technology development (RTD) performer), the Ship Stability Research Centre (RTD), Dr Vernikov Magnetics Ltd (RTD).
Project description
The SHIPARRESTOR project idea is to develop a novel salvage tool by innovatively combining a light-weight sea anchor and connector. The system is to be deployed by helicopter onto a ship in distress, thus enabling reduction of drift velocity and through that the chance of grounding or other potential disaster. Further functionality is added by including a towing connection to the sea anchor, thereby providing arriving emergency towing vessels (ETVs) with an easy-to-access pick-up buoy, relieving them of the hazardous task of connecting to the ship in distress. A major issue in the project was lowering the weight of the system to enable helicopter transport. This called for studies in material science and depends heavily on the dimensioning of the anchor, which is based on extensive simulations of multi-body behaviour at sea under the influence of wind and waves.
Work performed and main results in the project
The project was completed 1 December 2010. During the project, scientific knowledge was established through literature studies, simulations and interviews on hydrodynamics and salvage industry requirements. Interviews of SAR crew and mapping of limitations on deployment by helicopter was completed and the system performance was predicted through multiple calculations and extensive simulations of multi-body behaviour at sea under the influence of wind and waves including scale tests at SSRCs basin. All studies formed the foundation for a design specification. A final concept was developed for both the sea anchor and connector including the development of a lightweight chain. Materials and size for the sea anchor and towing line were chosen in accordance to the design specification and an ø30 meter anchor was tested in the Barents-sea. Full scale prototypes where build at Norlenses facilities and scale and full scale test were performed with the separate parts.
The sea anchor and connector was integrated into one unit and designed for helicopter transport with a transportation/drop bag for the sea anchor and towing line. The prototype was validated in a full scale test in the Barents Sea with helicopter and the LNG tanker Arctic Princess. A second full scale demonstration was held in the same matter, but with changes to sea anchor material and other small design changes to the system. Both tests were successful both concerning the connector drop and turning the anchor from beam waves to head waves and halving the drift speed.
A successful completion of the project has lead to the following results:
- A complete SHIPARRESTOR system which, having passed industrial validation, will be marketed as an effective salvage tool shortly after project end.
- A connector which, having passed industrial validation as part of the SHIPARRESTOR system, may be marketed on its own as a valuable tool where establishing towing connection appear difficult.
- A sea anchor which, having passed the industrial validation as part of the SHIPARRESTOR system, may be marketed as a stand-alone product for reducing drift velocity and facilitating connection of a towing line.
Project context and objectives:
The SHIPARRESTOR project idea is to develop a novel salvage tool by innovatively combining a light-weight sea anchor and connector. The system is to be deployed by helicopter onto a ship in distress, thus enabling reduction of drift velocity and through that the chance of grounding or other potential disaster. Further functionality is added by including a towing connection to the sea anchor, thereby providing arriving ETVs with an easy-to-access pick-up buoy, relieving them of the hazardous task of connecting to the ship in distress. A major issue in the project was lowering the weight of the system to enable helicopter transport. This called for studies in material science and depends heavily on the dimensioning of the anchor, which is based on extensive simulations of multi-body behaviour at sea under the influence of wind and waves.
The project scientific research objectives were:
- model the behaviour of medium to large ships in drift based on realistic computer modelling of the interaction between anchor and ship with applied forces;
- characterise materials related to marine equipment, with focus on weight and durability;
- indentify the requirements and procedures connected to salvage operations;
- developments of a light weight sea anchor which may be used for ships up to 100 000 tonnes and will reduce the drift speed of up to 50 % by both generating extra drag resistance and by rotating the ship in distress up against wind and waves;
- development of a light weight, collapsible connector that can be deployed by search and rescue helicopters;
- total system will be light weight (less than 1000 kg) and compact (volume of less than 2 x 1 m3) and should start reducing drift of vessel within 10 minutes after helicopter arrival.
Project results:
A successful completion of the project has lead to the following results:
- A complete SHIPARRESTOR system which, having passed industrial validation, will be marketed as an effective salvage tool shortly after project end.
- A connector which, having passed industrial validation as part of the SHIPARRESTOR system, may be marketed on its own as a valuable tool where establishing towing connection appear difficult.
- A sea anchor which, having passed the industrial validation as part of the SHIPARRESTOR system, may be marketed as a stand-alone product for reducing drift velocity and facilitating connection of a towing line.
- Background for the SMEs to further develop the training material and classes to be included in the product SHIPARRESTOR
A project webpage has been established, where the public can follow the progress of the project: http://www.shiparrestor.com
Potential impact:
Confidential section
(At least until after the economic exploitation and the implementation of protection)
The protection and management of the knowledge and foreground has been assigned to the coordinator, Miko Marine AS, who is the initiator of the project and who is well equipped to take on the responsibility of securing any foreground generated. Miko Marine AS has prior experience in patenting.
The management board is continuously evaluating the strategy for intellectual property rights (IPR). Miko Marine AS already possess a patent concerning the connector solution (Norwegian patent: NO-178020 and British patent: GB 0726861) and a sea anchor patent (Norwegian patent: NO-318396).
The consortium wishes to patent the developed chain, but has concluded that this is impossible at the time being. Instead the consortium has the advantage of owning the design rights (concerning alloy composition and use) from the producers. This is not a legal IPR, but assures that the alloy composition will not be given out from the producer and the composition is hard to reveal from the product itself.
Exploitable results and related activities
Related IPR:
Miko Marin connector solution:
Norwegian patent NO-178020
British patent GB 0726861
Miko Marin sea anchor:
Norwegian patent NO-318396
A patent search for patents similar to the SHIPARRESTOR concept was initiated by Teknologisk Institutt and done at Patentstyret (a commercially patent process and patent search company) in Norway. The search focused both on the total concept and the concept of expanding a chain structure with an inflatable ring.
Patents found were:
- NO 178020 B
- US 5797343 A
- SU 1625776 A1
- US 4447083 A
- US 4447083 A
- WO 95/13958 A1
The first two patents mentioned are the main conflicting patents and could therefore present a threat, but they are owned by Bukser and Bjergning which are partly owners of Miko Marine and the patents are therefore no threat to the project. The other patents are not in conflict with the SHIPARRESTOR concept and there should therefore be no reason why the project could not proceed with its current concept and design.
Further commercial possibilities:
Complementary to the SHIPARRESTOR, it has become clear there is a market need for instructive sessions and trainings to make optimum use of the product. The consortium sees the facilitation of helicopter pilot training as strong contender for new product offering.
Trademark / brand name protection of SHIPARRESTOR
In a nutshell, to satisfy the legal requirements, which set out by the Trade Marks Act 1994, your trademark should not be the characteristic or description of the goods or services you provide under the brand name. A legally protected brand name is called a trademark. It will not be possible to apply for trademark as SHIPARRESTOR is a describing title. The project short name is already incorporated well into the marked and changing the name is at the time being not an option.
Purchase decision
The potential customers of SHIPARRESTOR have proven, so far, to be governmental organisations like European maritime Safety Agency (EMSA), the Norwegian Coastal Administration (NCA), ministries of transport, etc. Since SHIPARRESTOR offers a disruptive technology, purchasers are confronted with a new-task buying situations. The members of such purchase teams are from both administrative and technical departments of the organisations. The reputation, reliability and punctuality of the supplier will be highly important.
The markets numbers are valid for the case of helicopter deployment. The present situation however is a clear niche market with little growth reducing the intensity of competitive rivalry. Barriers to entry are high due to testing and material selection expenditures. In the situation that IMO authority sees the necessity that ships of specific risk are obliged to carry them the market for SHIPARRESTOR will become a factor 100 to 1000 larger, in which case competition will become fiercer. SHIPARRESTOR will, by then, still have a competitive advantage due to their higher position on the learning curve.
Miko Marine has already made an offer to the Norwegian Coastal Administration for two SHIPARRESTOR systems and they are currently undergoing contract negations. If the sale goes as expected, there will be possibilities for further sales to the Norwegian Coastal Administration in 2011.
If the sale goes through it will be a major step for the product as it will be the first step into the market.
Positioning:
Miko Marine AS delivers tools and service for the marine industry. Their products differentiate from their competitors. They are dedicated to innovation and quality and deliver unique offerings to their customers. Their value proposition is being having product leadership.
Standards and policies:
Even though SHIPARRESTOR is based on deployment from helicopters as a last means of resort to save ships and prevent environmental catastrophe, it would be even more effective if ships would carry them aboard. With the units onboard instead of deployed from a helicopter even more valuable rescue time would be saved and possible huge expenditure foregone. To make this so, IMO organisation should be stimulated to carry the idea further since neither the shipping industry nor the insurance industry has shown willingness or intentions to do so. This would lead to new level of safety standards within the shipping industry.
Plan for use
There has not been developed any new direct IPR like patents, design, copyrights or trademarks in the project. For any patent that is registered after the finished project or know-how brought into the project, the partners have developed an exploitation strategy for the management of knowledge, intellectual property and of its interrelation with the various innovation-related activities planned. The SMEs have agreed among themselves on the following principles for allocation of the knowledge generated in the project:
- Miko Marine AS will have foreground for the overall SHIPARRESTOR concept.
- NorLense will have the right to manufacture SHIPARRESTOR and the two related products, sea anchor and connector.
- OPUS will have the exclusive right to sell the SHIPARRESTOR and the two related products in Germany and other markets where no such exclusive rights exist.
- Le Floch Depollution will have the right to sell the product SHIPARRESTOR and the two related products in France and other markets where no such exclusive rights exist.
- A. Haberkorn will have the right to supply hoses for use in the expansion rings in the SHIPARRESTOR / connector.
The RTDs are expressively prevented from owning any of the resulting foreground from the project.
General section
Socio-economics
Results of the SHIPARRESTOR project is a system effectively slowing down ships which have lost control of their propulsion or steering systems. The extended window of opportunity for a successfully salvaging vessels or tug them it into safety has increased dramatically. For society and particular coastal societies, this means a reduced impact of the consequences of ships running a ground.
Project website:
http://www.shiparrestor.com
For further questions, please contact the coordinator of the project:
Miko Marine AS
Mr Claus Christian Apneseth (project manager)
Mobile: +47-932-83472
Email: info@miko.no
Website: http://www.miko.no
Project description
The SHIPARRESTOR project idea is to develop a novel salvage tool by innovatively combining a light-weight sea anchor and connector. The system is to be deployed by helicopter onto a ship in distress, thus enabling reduction of drift velocity and through that the chance of grounding or other potential disaster. Further functionality is added by including a towing connection to the sea anchor, thereby providing arriving emergency towing vessels (ETVs) with an easy-to-access pick-up buoy, relieving them of the hazardous task of connecting to the ship in distress. A major issue in the project was lowering the weight of the system to enable helicopter transport. This called for studies in material science and depends heavily on the dimensioning of the anchor, which is based on extensive simulations of multi-body behaviour at sea under the influence of wind and waves.
Work performed and main results in the project
The project was completed 1 December 2010. During the project, scientific knowledge was established through literature studies, simulations and interviews on hydrodynamics and salvage industry requirements. Interviews of SAR crew and mapping of limitations on deployment by helicopter was completed and the system performance was predicted through multiple calculations and extensive simulations of multi-body behaviour at sea under the influence of wind and waves including scale tests at SSRCs basin. All studies formed the foundation for a design specification. A final concept was developed for both the sea anchor and connector including the development of a lightweight chain. Materials and size for the sea anchor and towing line were chosen in accordance to the design specification and an ø30 meter anchor was tested in the Barents-sea. Full scale prototypes where build at Norlenses facilities and scale and full scale test were performed with the separate parts.
The sea anchor and connector was integrated into one unit and designed for helicopter transport with a transportation/drop bag for the sea anchor and towing line. The prototype was validated in a full scale test in the Barents Sea with helicopter and the LNG tanker Arctic Princess. A second full scale demonstration was held in the same matter, but with changes to sea anchor material and other small design changes to the system. Both tests were successful both concerning the connector drop and turning the anchor from beam waves to head waves and halving the drift speed.
A successful completion of the project has lead to the following results:
- A complete SHIPARRESTOR system which, having passed industrial validation, will be marketed as an effective salvage tool shortly after project end.
- A connector which, having passed industrial validation as part of the SHIPARRESTOR system, may be marketed on its own as a valuable tool where establishing towing connection appear difficult.
- A sea anchor which, having passed the industrial validation as part of the SHIPARRESTOR system, may be marketed as a stand-alone product for reducing drift velocity and facilitating connection of a towing line.
Project context and objectives:
The SHIPARRESTOR project idea is to develop a novel salvage tool by innovatively combining a light-weight sea anchor and connector. The system is to be deployed by helicopter onto a ship in distress, thus enabling reduction of drift velocity and through that the chance of grounding or other potential disaster. Further functionality is added by including a towing connection to the sea anchor, thereby providing arriving ETVs with an easy-to-access pick-up buoy, relieving them of the hazardous task of connecting to the ship in distress. A major issue in the project was lowering the weight of the system to enable helicopter transport. This called for studies in material science and depends heavily on the dimensioning of the anchor, which is based on extensive simulations of multi-body behaviour at sea under the influence of wind and waves.
The project scientific research objectives were:
- model the behaviour of medium to large ships in drift based on realistic computer modelling of the interaction between anchor and ship with applied forces;
- characterise materials related to marine equipment, with focus on weight and durability;
- indentify the requirements and procedures connected to salvage operations;
- developments of a light weight sea anchor which may be used for ships up to 100 000 tonnes and will reduce the drift speed of up to 50 % by both generating extra drag resistance and by rotating the ship in distress up against wind and waves;
- development of a light weight, collapsible connector that can be deployed by search and rescue helicopters;
- total system will be light weight (less than 1000 kg) and compact (volume of less than 2 x 1 m3) and should start reducing drift of vessel within 10 minutes after helicopter arrival.
Project results:
A successful completion of the project has lead to the following results:
- A complete SHIPARRESTOR system which, having passed industrial validation, will be marketed as an effective salvage tool shortly after project end.
- A connector which, having passed industrial validation as part of the SHIPARRESTOR system, may be marketed on its own as a valuable tool where establishing towing connection appear difficult.
- A sea anchor which, having passed the industrial validation as part of the SHIPARRESTOR system, may be marketed as a stand-alone product for reducing drift velocity and facilitating connection of a towing line.
- Background for the SMEs to further develop the training material and classes to be included in the product SHIPARRESTOR
A project webpage has been established, where the public can follow the progress of the project: http://www.shiparrestor.com
Potential impact:
Confidential section
(At least until after the economic exploitation and the implementation of protection)
The protection and management of the knowledge and foreground has been assigned to the coordinator, Miko Marine AS, who is the initiator of the project and who is well equipped to take on the responsibility of securing any foreground generated. Miko Marine AS has prior experience in patenting.
The management board is continuously evaluating the strategy for intellectual property rights (IPR). Miko Marine AS already possess a patent concerning the connector solution (Norwegian patent: NO-178020 and British patent: GB 0726861) and a sea anchor patent (Norwegian patent: NO-318396).
The consortium wishes to patent the developed chain, but has concluded that this is impossible at the time being. Instead the consortium has the advantage of owning the design rights (concerning alloy composition and use) from the producers. This is not a legal IPR, but assures that the alloy composition will not be given out from the producer and the composition is hard to reveal from the product itself.
Exploitable results and related activities
Related IPR:
Miko Marin connector solution:
Norwegian patent NO-178020
British patent GB 0726861
Miko Marin sea anchor:
Norwegian patent NO-318396
A patent search for patents similar to the SHIPARRESTOR concept was initiated by Teknologisk Institutt and done at Patentstyret (a commercially patent process and patent search company) in Norway. The search focused both on the total concept and the concept of expanding a chain structure with an inflatable ring.
Patents found were:
- NO 178020 B
- US 5797343 A
- SU 1625776 A1
- US 4447083 A
- US 4447083 A
- WO 95/13958 A1
The first two patents mentioned are the main conflicting patents and could therefore present a threat, but they are owned by Bukser and Bjergning which are partly owners of Miko Marine and the patents are therefore no threat to the project. The other patents are not in conflict with the SHIPARRESTOR concept and there should therefore be no reason why the project could not proceed with its current concept and design.
Further commercial possibilities:
Complementary to the SHIPARRESTOR, it has become clear there is a market need for instructive sessions and trainings to make optimum use of the product. The consortium sees the facilitation of helicopter pilot training as strong contender for new product offering.
Trademark / brand name protection of SHIPARRESTOR
In a nutshell, to satisfy the legal requirements, which set out by the Trade Marks Act 1994, your trademark should not be the characteristic or description of the goods or services you provide under the brand name. A legally protected brand name is called a trademark. It will not be possible to apply for trademark as SHIPARRESTOR is a describing title. The project short name is already incorporated well into the marked and changing the name is at the time being not an option.
Purchase decision
The potential customers of SHIPARRESTOR have proven, so far, to be governmental organisations like European maritime Safety Agency (EMSA), the Norwegian Coastal Administration (NCA), ministries of transport, etc. Since SHIPARRESTOR offers a disruptive technology, purchasers are confronted with a new-task buying situations. The members of such purchase teams are from both administrative and technical departments of the organisations. The reputation, reliability and punctuality of the supplier will be highly important.
The markets numbers are valid for the case of helicopter deployment. The present situation however is a clear niche market with little growth reducing the intensity of competitive rivalry. Barriers to entry are high due to testing and material selection expenditures. In the situation that IMO authority sees the necessity that ships of specific risk are obliged to carry them the market for SHIPARRESTOR will become a factor 100 to 1000 larger, in which case competition will become fiercer. SHIPARRESTOR will, by then, still have a competitive advantage due to their higher position on the learning curve.
Miko Marine has already made an offer to the Norwegian Coastal Administration for two SHIPARRESTOR systems and they are currently undergoing contract negations. If the sale goes as expected, there will be possibilities for further sales to the Norwegian Coastal Administration in 2011.
If the sale goes through it will be a major step for the product as it will be the first step into the market.
Positioning:
Miko Marine AS delivers tools and service for the marine industry. Their products differentiate from their competitors. They are dedicated to innovation and quality and deliver unique offerings to their customers. Their value proposition is being having product leadership.
Standards and policies:
Even though SHIPARRESTOR is based on deployment from helicopters as a last means of resort to save ships and prevent environmental catastrophe, it would be even more effective if ships would carry them aboard. With the units onboard instead of deployed from a helicopter even more valuable rescue time would be saved and possible huge expenditure foregone. To make this so, IMO organisation should be stimulated to carry the idea further since neither the shipping industry nor the insurance industry has shown willingness or intentions to do so. This would lead to new level of safety standards within the shipping industry.
Plan for use
There has not been developed any new direct IPR like patents, design, copyrights or trademarks in the project. For any patent that is registered after the finished project or know-how brought into the project, the partners have developed an exploitation strategy for the management of knowledge, intellectual property and of its interrelation with the various innovation-related activities planned. The SMEs have agreed among themselves on the following principles for allocation of the knowledge generated in the project:
- Miko Marine AS will have foreground for the overall SHIPARRESTOR concept.
- NorLense will have the right to manufacture SHIPARRESTOR and the two related products, sea anchor and connector.
- OPUS will have the exclusive right to sell the SHIPARRESTOR and the two related products in Germany and other markets where no such exclusive rights exist.
- Le Floch Depollution will have the right to sell the product SHIPARRESTOR and the two related products in France and other markets where no such exclusive rights exist.
- A. Haberkorn will have the right to supply hoses for use in the expansion rings in the SHIPARRESTOR / connector.
The RTDs are expressively prevented from owning any of the resulting foreground from the project.
General section
Socio-economics
Results of the SHIPARRESTOR project is a system effectively slowing down ships which have lost control of their propulsion or steering systems. The extended window of opportunity for a successfully salvaging vessels or tug them it into safety has increased dramatically. For society and particular coastal societies, this means a reduced impact of the consequences of ships running a ground.
Project website:
http://www.shiparrestor.com
For further questions, please contact the coordinator of the project:
Miko Marine AS
Mr Claus Christian Apneseth (project manager)
Mobile: +47-932-83472
Email: info@miko.no
Website: http://www.miko.no