MariFuture Proposals

Made2Measure

[Project under consideration]
Budget: 3,012,075 Euro
Possible funding stream: Horizon 2020
Time period: 2015 or 2016

Objectives

The primary objective of Made2Measure is to make available critical methodologies and tools for the management and running of effective value chains for the fast production and delivery of personalised products. It will achieve this objective by developing an autonomous and intelligent manufacturing activity and resource planning and co-ordination tool for operations management where:

• Integration of individual design with manufacturing activities is intended to ensure on-demand availability of products that meet customer’s unique and personalised specifications.
• Real-time co-ordination of individual manufacturing resources and activities is essential to offset the problem of high frequency schedule-obsolescence of traditional ERP and FCRS systems.
• Economic production must be possible through a wide range of lot sizes from single items, through small lots up to large lot quantities.
• Resource flexibility must be managed effectively and efficiently.
• Seamless data integration across at the plant level as well as supply chains will require the co-ordination capabilities of Made2Measure to facilitate the collection and deliver of resources that ensures the fast production and distribution of custom made parts and products is physically possible.
• Rapid translation between different product specifications is required the system to be developed, i.e. Made2Measure, has the ability to co-ordinate the provision of the wide range of material, equipment and operator resources required.
• The individual activities involved in repeated and rapid reconfigurations of manufacturing capabilities must be co-ordinated to ensure that production seamlessly continues to meet the needs of customised-product supply chain environments.
• Enables integration of design with manufacturing activities with a view to sequence the simultaneous events through the intended planning and co-ordination tools and the execution system applying a novel ICT as described later in the proposal.

In order to achieve these objectives Made2Measure will integrate with existing commercial Enterprise Resource Planning (ERP) enabling the existing Finite Capacity Resource Planning tools to:

• access to shop floor data collection systems to ensure that real-time data is available and co-ordinated activities can be ‘actioned’;
• access to up-to-date sales order, purchase order and works order information,
• access to current raw materials, work-in-progress and finished goods inventory records,
• access to OTHER ERP/FCRP DATA to ensure that all necessary data if available for the proposed Made2Measure methodology and tools are taken into consideration for the identification of overall system requirement and its intended implementation and testing.

Partners: Centre for Factories of the Future (C4FF), Coventry University (CU), CADCAMATION (CADM), Bahceshehir University (BAU), Charles Robinson (Cutting Tools) Ltd. (CTOOLS). TPV Trženje In Proizvodnja Opreme Vozil d.d.(TPV), Institut Für Angewandte Systemtechnik Bremen Gmbh (ATB), MB Air Systems ltd (MBAS), Torlak Denizcilik Sanayi ve Ticaret Anonim Sirketi (TORS)

intelliSHIP

[Project under consideration]
Budget: 5,000,000 Euro
Possible funding stream: Horizon 2020
Time period: 2015 or 2016

Objectives

The project objectives were decided after several questions posed by partners. The outline of the questions posed and subsequent responses are given below:

What shall be the big deliverable from this project and who will benefit? In what manner will they benefit?

The main deliverable is an integrated tool named IntelliShip. IntelliShip will include new knowledge in engine management and will be composed of a series of high fidelity tools configured for accurate and efficient analysis of safety and performance sensitive hydrodynamic problems in normal and complex and/or extreme air and sea operational conditions, with a view to optimising fuel consumption (but not sacrificing stability) through intelligent use of navigation systems and engine management.

Will our work benefit the ship owners in safe operations?

The project results will benefit both ship operators and also ship builders. The application of IMO’s Energy Efficiency Design Index (EEDI has design implications so all concerned with ship design and production/building should also benefit. Regarding environmental impact, all concerned should be the beneficiaries in one way or another.

If so, can we quantify the gain in terms of enhanced safety?

One expectation is to quantify fuel efficiency and the reduction of emissions, as well as options for safer operations in normal and extreme conditions.

Will it benefit shipyards, perhaps in enabling them to get better set of competences?

Shipyards will benefit as explained above, but more importantly they will become safety and EEDI wise/conscious as well as becoming familiar with the latest, new International Maritime Organisation (IMO) and the EU standards relating to energy efficiency. IntelliShip would also help them to make more efficient and less pollutant ships.

Or for that matter, will the equipment suppliers be better placed to offer correct products to the yards and owners?

Application of EEDI alone would have design implications for ship builders as well as equipment suppliers. It is believed that the intention of integrating navigation and engine management systems in safe and fuel efficient operations in the project, would place equipment suppliers to offer correct products to yards. No vendors, directly involved with IntelliShip are included in the project consortium; this is to minimise canvassing, but the Steering Committee includes representatives from navigation equipment producers (such as Kevin Hughes), engine manufacturers (such as Wartsila), a large passenger ship builder (STX), and representatives from ports (such as ports of Rauma and Istanbul and so forth) to ensure the products and processes are appropriate and that they are exploited when they become available. FI, IT, UK and TR partners have the backing of their major maritime organisations.

How will this work enable better regulatory frameworks?

The introduction of the North American Emission Control Area (ECA) is an advance notice and the start of the regulatory regime. EU is also set emission targets and is considering emission controls. The situation is not dissimilar to what happened to the automotive industry in early 1980s.

Partners: Centre for Factories of Future, Maritime University of Szczecin, Satakunta University, Bahcheshehir University, Southampton Solent University, FT Genoa Tankers, Costa Crociere, Tolak Shipyards, Easy Marine, Transas Marine International AB, IMSSEA-FAIMM, International Propeller Club - Port of Genoa, Optima Shipbrokers Ltd

iScope

[Project under consideration]
Budget: 448,356 Euro
Possible funding stream: Erasmus+ Strategic Partnership
Time period: 2015 or 2016

Project Description

In current economic environment, Students, Higher Education Institutions (HEIs) and Small and Medium sized Enterprises (SMEs) are under extreme pressure. On the one hand where students in UK are facing massive increase in their tuitions fees; Universities and other HEIs are operating in an increasingly competitive environment where they need to cater to diverse stakeholders. In addition, research evaluation increasingly takes into account the impact of university research outside academia. Thus, universities and HEIs are increasingly expected to develop links with the business community. At the same time, SMEs need to improve their skills and knowledge base so that they can develop their innovation capabilities and improve their competitiveness. Universities and other HEIs seek links with large businesses for reasons of prestige and possibly access to funding. Hence, the links between university departments/research centres and SMEs may have been side-lined although they can be beneficial to both sides (Piterou & Birch2 2014).

In the UK, employability is emerging as a key concern in Higher Education policy (Pedagogy for Employability Group 2012), particularly since the recession and the increase in student fees. It is suggested that the development of stronger industry links can enable universities to improve the employability of their graduates. However, it has been identified by Karlsson, et.al 2007 that academics working with SMEs face hindrances within existing structures. Simultaneously, SMEs need access to external expertise so that they can improve their knowledge base and their long-term competitiveness. Yet, HEIs tend to seek linkages with larger firms that are more likely to have an extensive knowledge base of their own. Increased collaboration between SMEs and HEIs can help foster the innovative potential of SMEs and at the same time enable HEIs to improve the employment prospects of their graduates.

In many publications going back to EU’s first network of innovative project (Eurotecnet) Ziarati (Chair of C4FF, and Eurotecnet director of Factories of the Future Project) in 1994 suggested that business-academia collaboration could help SMEs to enhance their capacity to innovate and become more competitive (EU People and Technology, 1995). It is also acknowledged that policy measures in the UK encourage stronger links between academia and the small business community. There are examples of initiatives that have nurtured student entrepreneurship and encouraged graduate employability in SMEs (such as ICT21S and Aalto’s IDBM programme); however good practice from these examples has not been widely disseminated. The researchers have also argued that there is no single model of effective collaboration (Mike Alderson, 2014), and few generally applicable solutions to the barriers that challenge interaction.

A study of European university-business cooperation by Science - Business Innovation Board AISBL has found only few evidence of business-academia collaboration. This statement was further proved by a study of TNS Political & Social in 2014, which revealed that 82% of total participants companies didn't get any contribution from universities or research institutions in their innovation activities. And when European universities form partnerships with industry, too often the potential for synergy is thwarted by failures of communication.

In order to fill this gap, the proposed programme pursues the objective of conceiving a collaborative cloud based platform that implements a new agile methodology to support higher education institutions to collaborate in innovation processes with businesses across Europe in a systematic and organised way. The cloud based platform will support companies to manage and implement the complex innovation processes by taking advantage of universities' and HEIs' research and technological knowledge and expertises in a systematic way, by enabling an open multi-agent focused innovation (i.e. HEI/business focused innovation).

The project aims to create a real effective framework to support business-academia collaboration with number of tools and services, that will allow companies to launch innovation challenges to the HEIs so the students can contribute with their ideas. By bringing businesses and HEIs together, European companies can benefit by accessing cutting-edge research, high-tech infrastructure and highly skilled people, while universities will get an opportunity to develop their applied research and demonstrate the impact of their work. The broader aim of the project includes designing the methodology in such a way that would make Knowledge Triangle work by linking Businesses, Research & Technology and Higher Education institutions.

Summary

In current economic environment, Students, Higher Education Institutions (HEIs) and Small and Medium sized Enterprises (SMEs) are under extreme pressure. On the one hand where students in UK are facing massive increase in their tuitions fees; Universities and other HEIs are operating in an increasingly competitive environment where they need to cater to diverse stakeholders. In addition to this, research evaluation increasingly takes into account the impact of university research outside academia. Thus, universities and HEIs are increasingly expected to develop links with the business community. At the same time, SMEs need to improve their skills and knowledge base so that they can develop their innovation capabilities and improve their competitiveness. Universities and other HEIs seek links with large businesses for reasons of prestige and possibly access to funding. Hence, the links between university departments/research centres and SMEs may have been side-lined although they can be beneficial to both sides.

In the UK, employability is emerging as a key concern in Higher Education policy (Pedagogy for Employability Group 2012), particularly since the recession and the increase in student fees. It is suggested that the development of stronger industry links can enable universities to improve the employability of their graduates. However, it has been identified by Karlsson, et.al 2007 that academics working with SMEs face hindrances within existing structures. Simultaneously, SMEs need access to external expertise so that they can improve their knowledge base and their long-term competitiveness. Yet, HEIs tend to seek linkages with larger firms that are more likely to have an extensive knowledge base of their own. Increased collaboration between SMEs and HEIs can help foster the innovative potential of SMEs and at the same time enable HEIs to improve the employment prospects of their graduates.

It is acknowledged that policy measures in the UK encourage stronger links between academia and the small business community. There are examples of initiatives that have nurtured student entrepreneurship and encouraged graduate employability in SMEs (such as ICT21S and Aalto’s IDBM programme); however good practice from these examples has not been widely disseminated. The researchers have also argued that there is no single model of effective collaboration (Mike Alderson, 2014), and few generally applicable solutions to the barriers that challenge interaction.

In order to fill this gap, the proposed programme of pursues the objective of conceiving a collaborative cloud based platform that implements a new agile methodology to support higher education institutions to collaborate in innovation processes with businesses across Europe in a systematic and organised way. The cloud based platform will support companies to manage and implement the complex innovation processes by taking advantage of universities' research and technological knowledge and expertises in a systematic way, by enabling an open multi-agent focused innovation (i.e. HEI/business focused innovation).

The project aims to create a real effective framework to support business-academia collaboration with number of tools and services, which will allow companies to launch innovation challenges to the HEIs so the students can contribute with their ideas. By bringing businesses and Higher Education Institution (HEI) together, European companies can benefit by accessing cutting-edge research, high-tech infrastructure and highly skilled people, while universities will get an opportunity to develop their applied research and demonstrate the impact of their work. The broader aim of the project includes designing the methodology in such a way that would make Knowledge Triangle work by linking Businesses, Research & Technology and Higher Education institutions.

The project has a strong industrial and academic basis; putting together the combined efforts of consortium of 9 industrial and academic partners from four member states, in the way to strengthen the bond between businesses and HEIs This big effort will result in a methodology and collaborative platform that will be validated and assessed in predefined business scenarios at these organisations.

The consortium will organise 4 dissemination workshops/seminars in partner countries. The aims of the dissemination workshops will include gathering requirements for i-SCOPE methodology and platform; and disseminating & promotion of the project. The idea is to commit businesses, higher education institutions, students and other relevant actors for adopting the project outcomes by providing them opportunities to participate and contribute to the outcomes in a form of interactive communication in the project events.

Partners: Centre for Factories of the Future (C4FF), Coventry University (CU), Broadstick Limited (BROAD), Institut Für Angewandte Systemtechnik Bremen Gmbh (ATB), OAS AKTIENGESELLSCHAFT (OAS), Nikari (NIKARI), University of Turku (UOT), BAHCESEHIR UNIVERSITESI FOUNDATION (BAU), Torlak Denizcilik Sanayi ve Ticaret Anonim Sirketi (TORS)

MariEMS

[Project Approved]
Budget: 343,292 Euro
Possible funding stream: Erasmus+ Strategic Partnership
Time period: 2015

Summary

Why? Background of project - A global approach for the development of energy efficiency systems including an effective emission control is led by the IMO on account of the continued rapid growth of the world trade in the maritime transport. (IMO2012). According to GL (2012), IMO has mandated certain measures related to energy efficiency in international shipping as listed below: Energy Efficiency Design Index (EEDI) which mandates energy efficiency standards for new ships; Energy Efficiency Operational Index (EEOI) to provide a tool for measuring the ship’s fuel efficiency in operation and monitor the effect of any variations e.g. more frequent propeller cleaning or improved voyage planning or introduction of technical measures such as a new propeller or waste heat recovery systems; and Ship Energy Efficiency Management Plan (SEEMP), a management tool for ship owners. These three standards came into force on January 1, 2013 within a new chapter of MARPOL Annex VI. Complex technologies will be involved in building a ship efficiency system by the marine suppliers since as stated earlier the life expectancy of vessels is estimated to be around 30 to 40 years and also of the mandatory regulations to be met as set by IMO (Oceana 2013).

What? Objectives - Currently there is no standard for the proposed role of the Energy Manager as proposed by the International Maritime Organisation (IMO). This project proposes the development of an energy managers job specification and a training programme for it specifically for the shipping industry to be able to continually improve its energy management on board ships with the view to save energy, reduce pollution and to improve the overall quality of energy management. The intention is also to encourage shipping companies to seek ISO 50000 certification. The expectation is to develop a specification and a training programme for the newly established ship energy managers helping to develop tailor-made arrangements for more efficient use of energy on board ships and their interactions with ports in line with the Energy Management System of ISO 50000. This would allow setting targets and objectives, with a requirement to monitor use of energy and to assess how well the proposed arrangements are effective on pilot basis. Maritime is a transnational sector and it is important to bring in partners which have knowledge of ship types, ship propulsion, ship navigation, energy production, electrical and mechanical parts and circuitry, safety issues, national certification, accreditation and validation of learning materials, pedagogical aspects of learning and last but by no means least online application.

Who? Number and profile of participants – the partnership is composed on an organisation (C4FF) with unique knowledge of energy production and engine emissions, the project manager has considerable experience of job specification and training programme development and their validation and recognition internationally. C4FF is supported in the UK by one of the two major universities (SSU) with considerable experience of developing and offering high quality maritime programmes and as a university is an awarding body in itself. The university will work closely with professional bodies and relevant training boards and licensing authorities to ensure the specification and its associated training programme will receive the recognition intended. C4FF and SSU are supported by four Maritime Education and Training (MET) providers (SUAS in Finland (North); BAU in Turkey (South); MUS in Poland (East) and UPC in Spain (West) covering the periphery of the Europe to ensure multiplier activities reach as many as countries in Europe as possible. The partnership is complemented by a shipping company (Makroshipping) and a port (Rauma) to make sure the specification and training programme takes all practical aspects into consideration. SPIN in Slovenia has been invited into the partnership to support C4FF in the development of a novel online e-learning platform similar to the one developed by SPIN and C4FF in previous EU funded projects such as EGMDSS and MarTEL (www.egmdss.com and www.martel.pro): many of the projects by the partnership has been selected as Best in Europe by the EU.

Project Description

It is accepted by that 90% of world trade happens by sea, as a result it is not surprising that in 2007 the global shipping industry is estimated to have emitted 1,046 million tonnes of CO2, 3.3 percent of global emissions, and in 2010 reached a total of 8.4 billion tonnes of goods loaded. The IMO's own International Shipping Facts and Figures report 2012 stated the number of propelled sea going vessels across the globe of at least 100 Gross Tonnage was 104,304, with cargo carrying vessels being 55,138.

The IMO has introduced regulations such as the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SSEMP) & Energy Efficiency Operational Index (EEOI) which entered in force on January 1st 2013. The EEDI applies to newly built ships requiring they comply with new energy efficient technologies to reduce emission footprints. SEEMP is a measure required to be applied on board all ships currently operating, to be an operational measure for ships to design an achievable plan for monitoring and achieving energy efficiency, and EEOI provides a tool for measuring the ship’s fuel efficiency in operation and monitoring the effect of any variations e.g. more frequent propeller cleaning or improved voyage planning or introduction of technical measures. The majority of the IMO requirements on ship emissions are contained within MARPOL, with Air Pollution being the focus of Annex V1. The MARPOL regulations impose strict emissions caps in two emissions control area's which are (partly or completely) inside the EU - The North Sea and the Baltic Sea. These emissions caps are intended to control main air pollutants in ships exhaust gas, including, C02, sulphur oxides (SOx) and nitrous oxides (NOx), and prohibits deliberate emissions of ozone depleting substances (ODS).

A 2011 report by Lloyds’ Register on the Assessment of IMO Mandated Energy Efficiency Measures for International Shipping forecast that by applying the EEDI and SEEMP, there will be an average of 15 1.5 million tonnes of annual CO2 reductions by 2020 which will increase to 330 million tonnes annually. However, in all their scenarios forecast, the report found that despite CO2 reductions, an absolute reduction in CO2 emissions from the 2010 level does not seem possible using just EEDI and SEEMP, as the projected growth in world trade outweighs any forecast emission reductions, and if the EU maritime Industry is to help the EU with achieving its goal of reducing GHG (mainly CO2) emissions by at least 20% by 2020 then more steps need to be taken.

As the regulations and technologies governing Energy Efficiency on board ships become more complex it's been recognised by the IMO and the Industry that seafarers need to be trained to a much higher level in these fields. To this end, the IMO created the new role of 'Energy Manager' - a role that must be filled on every sea going vessel. Currently there is no job specification, and no training specifications for this new role and existing crew members are learning 'on the job' how to implement these regulations as best they can. This is not an effective method of applying these regulations and will of course mean that the best results are not being achieved.

The purpose of this Partnership is the development of an energy management job and training specification, and the development and implementation of an online leaning and assessment system for the new training programme so that current Cadets, as well as existing seafarers, can up-skill themselves to the new regulatory requirements.

The partners are seeking EU funding for this proposal in order to bring together a unique blend of industrial, academic and SME partners who can bring to the table valuable and necessary experience in ship types, ship propulsion, ship navigation, energy production, electrical and mechanical parts and circuitry, safety issues, national certification, accreditation and validation of learning materials, pedagogical aspects of learning and last but by no means least online application. No single institution has expertise in all these fields and without all of this expertise the project outputs would not be sustainable as they would not reflect industry and academic needs, the latest trends in e-learning as well as being submitted to professional international recognition by awarding, accrediting and licensing bodies for accreditation.

As the maritime industry is global, creating a standard job and training specification across European countries as well as a full training programme to be submitted for international approval to the IMO and professional bodies, we would be taking the first steps to help support IMO and the EU achieving their stated emission targets through better management of energy on board vessels.

Partners: Southampton Solent University (SSU), Centre for Factories of the Future (C4FF), Satakunta University of Applied Sciences (SAMK), Port of Rauma (PoR), Bahcesehir University (BAU), Polytechnic University of Catalonia (UPC), MakroShipping (MAKRO), Spinnaker (SPIN), TEAM S.R.L (TEAM)

MariLANG

[Project Approved]
Budget: 449,875 Euro
Possible funding stream: Erasmus+ Strategic Partnership
Time period: 2015

Summary

The shipping industry is a key component of the global economy, carrying nearly 90% of world trade. The industry is regulated by the International Maritime Organisation (IMO), the UN specialised agency for maritime affairs. IMO is aware that over 80% of the reported accidents and incidents at sea and in ports are due to human errors (IMO, 2012, Horner, 2014) and over 30% of these accidents are due to linguistic and communications mistakes (Ziarati, 2006, Trekner, 2010).

Since its inception the IMO has recognized the importance of human resources for the development of the maritime industry. Following the adoption of the revised International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) in 2010 a number of IMO member states suggested that IMO should develop model training courses to assist with the implementation of the Convention and in achieving a more rapid transfer of information and skills regarding new developments in maritime industry and technology. In addition, there was a consensus that a comprehensive set of short model courses in the various fields of maritime training would supplement the instruction provided by maritime academies. Model courses would also allow administrators and technical specialists already employed in maritime administrations, ports and shipping companies to improve their knowledge and skills in certain specialised fields. It interesting that IMO has adopted different set of language requirements for different types and rank of seafarers and has referred to EU MarTEL standards but as added three new categories to MarTEL seafarer classification namely, Electro-Technical Officers, GMDSS radio operators and for personnel providing direct service to passengers in passenger spaces on passenger ships.

Language and communication are fundamental elements of the shipping sector, especially with Maritime English being the language of the sea. The IMO approved the newly revised Model Course 3.17 for Maritime English in January 2015. This will lead to adaptations and updates of existing academic programmes requiring alignment with the IMO-approved revisions. In devising the course IMO has made references to EU funded projects such as MarTEL, MarTEL Plus, MarEng and MarEngPlus as well as SeaTALK.

IMO states that (http://www.marifuture.org/Reports/Development-Papers/IMO_New_Model_Course_Maritime_English.pdf) because educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country, the model course material has been designed to identify the basic entry requirements and there are no mechanisms for controlling the variation of the output from such courses. To remove the acknowledged variation this proposal aims to develop a new set of assessment standards for the IMO’s revised Model Course 3.17 for Maritime English and include the three new categories of seafarers into the existing standards. The project will use the results of recent EU-funded projects to produce a combined learning and assessment package with clear sign posts to existing materials available Europe-wide.

The project will develop an e-learning and e-assessment package for up-skilling seafarers and one that will grow in importance as e-learning becomes more widely implemented now that the IMO has recognised its validity in the recent IMO 2010 STCW amendments.

The new assessment standards will not only be in-line with the newly revised model course 3.17 Maritime English, but be linked with the Common European Framework of Reference for Languages (CEFR).

Setting common standards for assessment with training programmes directly linked to the CEFR, ECVET compliant, will ensure students and seafarers can learn and work throughout Europe, through the application of common content and assessment. This will help seafarers to be mobile, and have a greater access to job opportunities and career progression across Europe and the world. A number of studies (OECD, 2010, European Commission, 2011 and BIMCO, 2005, 2010), have demonstrated there is an imbalance of seafarers in different EU countries. With the language of the sea being English, this imbalance could be addressed through the development of a new set of assessment standards for Maritime English.

Project Description

The shipping industry is a key component of the global economy, carrying nearly 90% of world trade. The industry is regulated by the International Maritime Organisation (IMO), the UN specialised agency for maritime affairs. IMO is aware that over 80% of the reported accidents and incidents at sea and in ports are due to human errors (IMO, 2012, Horner, 2014) and over 30% of these accidents are due to linguistic and communications mistakes (Ziarati, 2006, Trekner, 2010).

Since its inception the IMO has recognized the importance of human resources for the development of the maritime industry. Following the adoption of the revised International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) in 2010, a number of IMOs 170 member states suggested that the IMO should develop model training courses to assist with the implementation of the Convention and in achieving a more rapid transfer of information and skills regarding developments in maritime industry and technology. In addition, there was a consensus that a comprehensive set of short model courses in various fields of maritime training would supplement the instruction provided by maritime academies. Model courses would also allow administrators and technical specialists already employed in maritime administrations, ports and shipping companies to improve their knowledge and skills in certain specialised fields. It is interesting that in its newly revised Maritime English Model Course the IMO has adopted different language requirements for different types and ranks of seafarers, and has referred to the EU funded MarTEL standards. However, the IMO has added three new categories to the MarTEL seafarer classification namely: Electro-Technical Officers, GMDSS radio operators, and 'personnel providing direct service to passengers in passenger spaces on passenger ships'.

Language and communication are fundamental elements of the shipping sector, especially with Maritime English being the language of the sea. The IMO approved the newly revised Model Course 3.17 for Maritime English in January 2015. This will lead to adaptations and updates of existing academic programmes requiring alignment with the IMO-approved revisions. In devising the course IMO has made references to EU funded projects such as MarTEL, MarTEL Plus, MarEng and MarEng Plus as well as SeaTALK.

IMO states that (http://www.marifuture.org/Reports/Development-Papers/IMO_New_Model_Course_Maritime_English.pdf) because educational systems and the cultural backgrounds of trainees in maritime subjects vary considerably from country to country, the model course material has been designed to identify the basic entry requirements, and there are currently no mechanisms for controlling the variation of the output from such courses. To tackle this acknowledged variation, the MariLANG proposal aims to develop a new set of assessment standards for the IMO’s newly revised Model Course 3.17 for Maritime English (ME), and include the three new categories of seafarers into the existing standards. The project will use the results of recent and relevant EU-funded ME projects to produce a combined learning and assessment package with clear sign posts to existing materials available Europe-wide.

The project will develop an e-learning and e-assessment package that is expected to grow in importance as e-learning becomes more widely implemented now that the IMO has recognised its validity as a means of delivery of courses in the recent IMO 2010 STCW amendments.

The new proposed assessment standards will not only be in-line with the newly revised model course 3.17 Maritime English, but will be linked to the Common European Framework of Reference for Languages (CEFR). Setting common standards for assessment with training programmes directly linked to the CEFR, and ECVET compliant, will ensure students and seafarers can learn and work throughout Europe and the new standards will have a common content and assessment. This will help seafarers to be mobile, and have a greater access to job opportunities and career progression across Europe and throughout the world. A number of studies (OECD, 2010, European Commission, 2011 and BIMCO, 2005, 2010), have demonstrated there is an imbalance of seafarers in different EU countries. With the language of the sea being English, one way Europe could address this imbalance is through the development of a new set of assessment standards for Maritime English.

Partners: Centre for Factories of the Future, JADE HOCHSCHULE WILHELMSHAVEN/OLDENBURG/ELSFLETH, Nikola Vapstarov Naval Academy, Spinaker, Hogere Zeevaartschool Antwerpen, 1st Evening Vocational Senior High School of Egaleo, Southampton Solent University

ISHIP

[Project under consideration]
Budget: 971,215 Euro
Possible funding stream: Erasmus+ Knowledge Alliance
Time period: 2015 or 2016

Summary

It is well-known fact that Europe needs to invest in quality driven & business led Maritime Education to be able to supply the Maritime Sector with highly qualified workers in the future. Better structured and long-term cooperation between Higher Education Institutions (HEI) & Industry.

Businesses should be promoted to develop innovative ways of producing and sharing knowledge through result-driven objectives. iSHIP project will deliver new & multidisciplinary Maritime Entrepreneurship Transport, Trade & Shipping (TT&S) course responding to the sector needs, while stimulating entrepreneurial mind-sets & facilitating the co-creation of knowledge between involved actors. Since, the content & quality of maritime TT&S education & training are varied throughout Europe efforts are necessary in order to initiate a more uniform curricula that reflect the real needs of the market. In order to achieve this goal, iSHIP will tackle 3 approaches:

• Facilitate mutual exchange of academic & business knowledge: By building an alliance of 12 full partners and 3 associated partners representing HEI, shipping, trade and transport companies, training providers and research centres from 7 countries (Portugal, Turkey, Spain, United Kingdom, Finland, Germany and Italy) that will support direct links between academic & business worlds for the exchange of knowledge during all stages of the project;
• Open access to the business world to prepare graduate-students from HEI for the world of work in the Maritime Industry: through the iSHIP course with improved curricula for Maritime TT&S HEI that can be applied across Europe. The course will also introduce entrepreneurial thinking by identifying entrepreneurial competences that are most relevant to the maritime sector and will stimulate the flow and exchange of knowledge between higher education and enterprises, by offering a course in which companies are fully embedded in the curriculum and that is recognized and credited (ECTS).
• Support the sustainability of the project through the implementation of 15 international and 35 national internship schemes for graduate students, in sector companies for a period of 2 months. These internship schemes will enhance structured and long-term cooperation between HEI and enterprises to develop innovative ways of producing and sharing knowledge through result-driven solutions.

In order to achieve these aims, it was the goal of all partners to build a multidisciplinary alliance in which the resources, expertise, skills, knowledge and applicability of the outcomes and project results, necessary for the successful implementation of this collaborative project are well represented. Activities in the project will demand a close link between Academia and Enterprise professionals working Maritime TT&S to act as mentors and role models for young graduates on the verge of realizing their internships. This joint realization of activities with representatives of different sectors will result in outcomes specifically tailored to address the needs and expectations of the sector. Besides, although specific responsibilities are established for each partner, the project has been planned in a way that all partners are required to become involved in all activities. This will contribute to reinforcing the commitment with the iSHIP aims and objectives.

Partners: Centre For Factories of the Future, Inovamais – Serviços de Consultoria em Inovação Tecnológica S.A., Escola Superior Náutica Infante D. Henrique, HOCHSCHULE WISMAR (HWFSW), MARSIG – Engineering Society for Maritime Safety Technology and Managment Ltd, University of Turku, Machine Technology Centre Turku Ltd, BAHCESEHIR UNIVERSITY, Makro Shipping and Ship Management Industry and Trading Limited, Polytechnic University of Catalunya, MARITIME SERVICES AND CONCESSIONS IBICENCAS, S.A., C.P.T.s.a.s.