Maritime Area Systems

This subsection provides information about maritime technologies and developments. Maritime area systems are then presented.

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The ‘National Masterplan Maritime Technologies’ (Bundesministerium für Wirtschaft und Technologie, 2011) shows that maritime technologies open numerous future markets and offer possibilities to solve the aforementioned needs.

That floating structures are an important future market is recognisable in this document, as well as in Böttcher (2013), Wang and Wang (2015a) and numerous other publications. Therefore, maritime developments, their synergies, and synergies with available and further developments in various fields of knowledge must be considered in addition to numerous future markets, before one can make statements about the economic efficiency of maritime area systems.

There are still doubts about the technical capabilities of maritime area systems (Rauch, 2013, p. 90). However, those who are doubtful about the feasibility of such systems can rest assured: The basic feasibility is beyond any doubt, which is already understandable when a base knowledge has been acquired which is recognisable in basic and more sophisticated sources (Sverdrup, Johnson and Fleming, 1942; Currie, 1974; Hapel, 1990; Faltinsen, 1993, 2000; Faltinsen, Kvålsvold and Aarsnes, 1997;

Faltinsen, Landrini and Greco, 2004; Krause, 2005; Skejic and Faltinsen, 2008; Spurk and Aksel, 2008; Truesdell and Rajogopal, 2009; Alkhalidi, Neelamani and Al Haj Assad, 2015; Jung et al., 2015).

Diverse universities, institutes and/or groups work and/or have worked in collaborative projects on the development of ‘multi-use offshore platforms’ (e.g.

Tropos, 2015; Mermaid, 2016) and have considered (e.g. technical and/or environmental) feasibility and further aspects. Whether the following area systems were considered in these projects remains unknown. Factory planning- and transformability-related aspects as well as general thoughts about the human-globe system have not been sufficiently considered. These thoughts are relevant, as there are environmental and other risks if maritime area systems and/or multi-use offshore platforms (which have similarities with some maritime area systems) are implemented without sufficient critical reflection and consideration of the human-globe system. The direct environmental impacts of these platforms have been

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has been realised that the establishment of new disciplines is required in order to comprehensively implement maritime area systems. That this is probably the case is recognisable throughout this document. The human-globe system is briefly discussed in subsection 6.3.7.

Floating concepts are occasionally rediscovered. Mankind has used floating structures for many centuries (Wang and Wang, 2015b). That the transformability of basic floating structures and ships is limited was recognised by Scanlan (1974).

The invention of Correll (1911) relates to a floating pontoon-based derrick which can be stabilised by changing liquid ballast in tanks; this is a principle that is followed by many maritime area systems. This and many other inventions built the basis for maritime area systems. Area system characteristics that are relevant for this thesis are described within this document. Technical details can be reviewed in Corell (1911), Mosdell (1966), Clingenpeel (1975), Gräf (2001), Voskamp (2008), the abovementioned and the sources in the following paragraphs. One relevant aspect regarding area systems is that several of their advantageous characteristics can generally be combined with one another, and area systems with modern solutions.

Area system elements can be combined in the X- and Y-directions, while some can be stacked.

‘Portable maritime structures’ (Pointer, 1957; De Long and Suderow, 1959) have been further developed and are currently in use (Deme Group, 2017; Jack-Up Barge, 2017). The legs of such structures can be fixed into the marine ground and are extendible. This enables vertical movement, and the structure can be jacked above the water surface level in order to reach a stable position away from wave forces.

The legs must be decoupled and retracted before relocation is enabled. Thus, the mobility of such structures is possible, but with larger effort than with solutions that are not fixed to the ground.

The ‘Ukitecture System’ is a floating design concept (Howe, 1996). Howe and Parsons (1996, p. 2) argue that “The Ukitecture System is ... a multi-purpose, floating ... foundation“. This system is an assembled structure and consists of floating pontoons, nodes, trusses and braces (p.2). Thus, it is rather simple. Other

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similar systems have been implemented. The upper structure of this area system can be used as a basis for floor plates. The lower structure enables its floatability.

Pumps, generators and other machines/technical devices can be combined with the system to stabilise it. Objects can be positioned on top of floor plates, but pluggable interfaces to TFOs/TFSs are not provided.

Bluefield® (Sredic, 2012b; 2012c) is a universally applicable area system which is based on elements with an integrated modular structure that consist of different layers with various functions (figure 11).

Figure 11: Bluefield element (Sredic, 2012c)

The ‘floor layer’ provides holes and openings that are required for different purposes such as the coupling of building structures and machines. S&d infrastructure networks can be flexibly integrated and assembled within the ‘supply and disposal infrastructure layer’. The latter can provide room for diverse FOs/FSs, emergency escape and other routes. An ‘energy conversion/vibration damping layer’ can be optionally subjoined, while the ‘base layer’ involves a tank-system that enables floatability. Holes/openings within the layers enable a fast coupling of the s&d infrastructure with FOs/FSs. FOs/FSs can be coupled and non-destructively separated. In addition, columns/pillars and other supporting structures can be flexibly integrated by means of these holes/openings that can be provided

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Figure 12: Bluefield (Sredic, 2012c)

All layers and internal structures (e.g. partition walls) are both standardisable and customisable. This means that types, dimensions and spacings of these structures and holes/openings can be designed based on standards on the one hand and are on the other hand at the same time transformable, as the layers and internal structures can be based on a modular construction which allows an exchange of elements (e.g. walls, floors, parts of walls and floors etc.). Bluefield elements can be combined to the X-, Y- and Z-axes. The same applies to their layers. Large superstructures (e.g. TBSs) can be mounted upon this area system, which can be docked to the shore and furthermore fixed to the marine ground; this is not necessarily required. Moreover, Bluefield elements can serve as transportation infrastructure. This area system involves different types of elements. Elements with integrated or docked drives can be connected to the Bluefield. Such drives enable autonomous movement of this system, but can also be used for hydropower conversion and vibration damping. In addition, the columns can be combined with wind turbines and the roofs with solar systems. The direct feed-in of renewable energy from the sun, wind and water enables a green factory and decreases

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distances to consumers. Bluefield provides a flexible basis for such power conversions, and can consequently be independent of terrestrial s&d infrastructures, despite the fact that this system can be connected to the latter.

Furthermore, different types of breakwaters are considered. The elements can either be fixed (and/)or kept afloat, and are operational in both statuses. Docking and undocking processes can be performed quickly (Sredic, 2012c). Bluefield is a system that enables inner and outer mobility as well as high transformability, as it provides pluggable interfaces to TFOs/TFSs. Couplings between different factory sections are also feasible. Nevertheless, the system is complex.

Stranzinger’s (1992) area system is relatively simple and can be produced at “low cost” (p. 5). Through appropriate standardisations and mass production, more complex area systems can also be cost-effectively produced. However, the initial investment in these systems is higher compared to the purchase of building land, which is sometimes provided by countries/regions/locations at no cost. To compare only the initial investment would be wrong. The whole factory lifecycle and numerous aspects which play a role during this lifecycle must be considered (e.g.

the actual number and extent of transformations of diverse factories). Olsen, Weider and Myhr (2015, p. 161) describe that maritime structures can involve long lifecycles and be sustainable.

The ‘Barge Factory’ (O'Kon and Magness, 1976) is based on pontoons which are comparable with floating cargo barges. This invention is a further development of the ‘Floating Factory for the Manufacture of Building Components’ of Scanlan (1974). The invention “enable[s] the overall factory to be dismantled and the individual barges to be moved conveniently to various sites”. The pontoons can

“[be] arranged geometrically in a manner appropriately to fit into the available water site.” (p. 7). The coupled floating barges provide a continuous and stable work area at the same horizontal level. Position changes of people and objects are possible without disturbing the functionality of the structure (O'Kon and Magness, 1976, p. 7). The barge factory integrates a functional control system and is

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be combined with the system. “The primary advantages of the invention, however, are the capability of a large, efficient production operation for the manufacture of building components combined with a ... temporary and movable facility” that can be shifted in parts or as a whole. Scanlan claims that “the factory may very often be set up immediately...” and that “...only minor refitting of the barges [is required] to set them up for the manufacture of appropriate elements for the new job...” while factory transformations are not required if the same products, as at the previous site, are going to be produced after a factory move. “In any instance, many of the essential facilities of the factory remain permanently installed on selected barges and require no refitting.” (Scanlan, 1974, p. 9).

The idea of pre-producibility and pre-testability with regard to factories is not new.

Scanlan (1974, p. 9) argues that

Maritime area systems are functional, partly implemented in practice and can be further developed. Several advantageous characteristics of area systems can be combined with one another. Area size-limitations can be eliminated through maritime area systems which enable the production and transportation of large products. That such systems can lead to significant advantages is recognisable by contemplating the following statement:

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This is in line with Brzozowski (1976, p. 217), who argues that “the growing need to locate large process plants in inhospitable areas also increases the financial risks involved. One answer is to install plants in sea-going vessels.”

The capabilities of (particularly maritime) area systems can be relevant not only for factories but also for cities and other structures in which transformation requirements occur. Furthermore, they can be used for numerous other purposes that have little to do with transformability.

2.3.6 Summary

Modern sub- and superstructure solutions do not fit with terrestrial areas and rigid substructures, but do fit with area systems, which are not explored in the current factory planning literature.