Chiba, Japan
Chiba, Japan

Nippon Kaiji Kyokai is a ship classification society.It is also known by the brand name “ClassNK” or often in the industry as just “NK”. It is a not for profit society dedicated to ensuring the safety of life and property at sea, and the prevention of pollution of the marine environment.The principal work of the Society's expert technical staff is to undertake surveys to ensure that the rules which it has developed, are applied to both newly built and existing ships in order to ensure the safety of these vessels. The rules cover not only hull structures, but also safety equipment, cargo handling gear, engines, machinery, and electrical and electronic systems among others.By the end of December 2007, the Society had 6793 ships totaling 152.22 million gross tons under class. This figure represents approximately 20 percent of the world merchant fleet currently under class. Although based in Japan, ClassNK has worldwide representation through a network of exclusive surveyor offices. ClassNK's surveyors work in shipbuilding and repair yards and at ports across the world, wherever they may be called upon to examine the condition of a ship so that all of the Society's services are available worldwide. On November 15, 1999, Nippon Kaiji Kyokai celebrated the centenary of its foundation.On 28 May 2012, ClassNK officially announced that its register had surged past the 200 million gross ton mark becoming the world’s first class society in history to have more than 200 million gross tons on its register. Wikipedia.

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News Article | May 26, 2017

Japan’s Ministry of Land, Infrastructure, Transportation and Tourism has selected a joint project led by Mitsui O.S.K. Lines (MOL) and Mitsui Engineering & Shipbuilding to develop a technological concept for autonomous ocean transport system for its FY2017 Transportation Research and Technology Promotion Program. The research consortium of the project is comprised of MOL, Mitsui, the National Institute of Maritime, Port and Aviation Technology, Tokyo University of Marine Science and Technology, Nippon Kaiji Kyokai (ClassNK), Japan Ship Technology Research Association, and Akishima Laboratories (Mitsui Zosen) Inc. The consortium members will develop the technological concept for autonomous vessels, drawing upon the strengths of each participating company and organization, setting a course toward development of the technology needed to realize autonomous vessels that can provide reliable, safe, and efficient ocean transport, MOL said. In addition to promoting technology for autonomous ocean transport systems, the project will foster a movement to develop the required infrastructure and win public support for implementation of these advanced technologies by sharing the results with society and the maritime industry as the research progresses. The project will also examine ties to research and development on business concepts, systems, infrastructure, and societal implementation related to autonomous ocean transport, which is being planned by the Japan Ship Technology Research Association.

Agency: European Commission | Branch: FP7 | Program: BSG-SME-AG | Phase: SME-2 | Award Amount: 3.76M | Year: 2009

Structural failure is a major cause of the wreckage of ships, vessels and tankers and causes loss of life and pollution of the seas and coastal waters of Europe as follows: In 2004, the total amount of oil and oil products transported by sea reached the two billion-tonne/year mark (more than 40 % of total maritime traffic). The European Union accounts for 27 % of this traffic, with 90 % of Europes oil arriving by sea. Over 2.5 billion tonnes of oil is used around the world every year, and 3 million tonnes is discharged every year into the oceans as a result of oil carrying vessel and tanker failures. Tanker accidents typically account for 12% of all oil pollution. The Exxon Valdez incident released 40 000 tonnes of oil and caused an oil slick that covered 2,600 square miles. After the tanker Braer spilt; 85 000 tonnes of oil was released with a clean up cost of 16 billion Euros. Every year about 1 000 people die as a result of ship structural failures. The objective of this project is to develop new and novel ultrasonic linear phased array techniques, sensors and systems for finding defects and corrosion in safety critical areas of ships and tankers without taking the vessel out of the water. The Ship-Inspector technology will help operators, classification societies and regulatory agencies worldwide to manage risk more effectively. The ShipInspector Consortium will disseminate the technology and associated training to the SMEs represented by the participant SME-AGs. There are 12,000 SMEs involved in the 50 billion inspection and maintenance sector. Furthermore, the Ship-Inspector technology will reduce the risk to which inspectors are exposed whilst working on ships. Note that shipyard and marine work has an injury-accident rate more than twice that of construction and general industry. This project will drastically reduce injuries and deaths to SME workers in the ship maintenance and inspection industry.

Yamamoto N.,Nippon Kaiji Kyokai
Welding in the World | Year: 2017

Conventionally, the effects of mean stress on fatigue strength of welded structure are regarded to be small. However, based on fatigue damage experience occurring in ship structures, it is obvious that the effect of mean stress on fatigue strength should be large. This relates to the large change of mean stress condition associated with the change in loading conditions during ship operations. In this study, fatigue damage experienced in the end connections of side longitudinal stiffeners of single-hull very large crude oil carriers (SHVLCC) were investigated to understand the effects of mean stress on fatigue strength. The fatigue evaluation method which considers the effect of mean stress was also examined. This method was verified by the evaluation of existing data on fatigue tests and residual stress measurements. This method was confirmed to be effective in understanding the occurrence tendency of fatigue damage in ship structures by its evaluation. This method was applied to the example of actual fatigue damage in the end connections of side longitudinal stiffeners of midsize double-hull tanker to demonstrate the effectiveness of the method. © 2017, International Institute of Welding.

Osawa N.,Osaka University | Yamamoto N.,Nippon Kaiji Kyokai | Fukuoka T.,Mitsui Engineering and Shipbuilding Co. | Sawamura J.,Osaka University | And 2 more authors.
Marine Structures | Year: 2011

A new simple and accurate shell FE-based structural Hot Spot Stress (HSS) determination method for web-stiffened cruciform joints has been proposed. Local stress of welded joints in full-scale bulk carrier (BC)'s lower stool models subject to bending and pressure loadings are examined. HSSs determined by the proposed method are compared with those derived by Lotsberg's method and the conventional 0.5. t-1.5. t extrapolation. As results, following are found: (1)The local stress of full-scale BC lower stool models with various stool angle and plate thickness can be calculated accurately solely from shell FE results by means of the proposed method.(2)HSSs of welded joints in full-scale BC lower stool models subject to bending and pressure loadings derived by the proposed method show good agreement with the target HSSs determined from fine solid models. This demonstrates the validity of the proposed method for actual ship structures under the real load.(3)The excessive safety allowance of HSS determined by the conventional 0.5t-1.5t extrapolation can be reduced substantially by adopting Lotsberg's method or our proposal. The proposed HSS determination method gives more accurate estimates compared to Lotsberg's method under the conditions chosen, and the application range of the proposed method is equal to or wider than Lotsberg's method. © 2011 Elsevier Ltd.

Yamamoto N.,Nippon Kaiji Kyokai
Proceedings of the International Conference on Offshore Mechanics and Arctic Engineering - OMAE | Year: 2015

Corrosion condition is predicted based on the corrosion model. The corrosion model is necessary to be identified according to the corrosion data collected from the various vessels because corrosion phenomenon is stochastic. However, in order to predict corrosion condition of one specific vessel, such corrosion model is necessary to be modified to reflect the effect of specific corrosion environment of the subject vessel. In the study, procedure of updating corrosion model was investigated based on Bayesian inference on the parameters in the probabilistic corrosion model which utilizes the thickness measurements data. The developed procedure was demonstrated by the application of actual thickness measurements data of the vessel. Even though the amount of corrosion data was limited, the corrosion prediction model was well updated which could be verified by the concentration of posterior distribution which shows the degree of belief on the parameters in the probabilistic corrosion model. The estimated distributions of coating life and corrosion wastage were compared with the frequency distributions obtained by the corrosion data. The estimated distributions of coating life and corrosion wastage showed good agreement with the frequency distributions obtained by the corrosion data. © 2015 by ASME.

Dobashi H.,Nippon Kaiji Kyokai | Usami A.,Nippon Kaiji Kyokai
Proceedings of the International Offshore and Polar Engineering Conference | Year: 2010

This paper summarizes the results of a series of experiments on the insulation structure from the NO96 membrane containment system. The experiments assessed the static and dynamic loading of the insulation structure and its materials. The dynamic loading assessment included a "dry-drop test" which was followed by a series of corresponding non-linear dynamic structural finite element analyses. These were conducted to grasp the dynamic structural response and strength. The structural FEM analyses well represented the dynamic structural response of the insulation structure after the effect of the boundary conditions and material properties were investigated. © 2010 by The International Society of Offshore and Polar Engineers (ISOPE).

Ogura T.,Osaka University | Ueda K.,Osaka University | Saito Y.,Osaka University | Saito Y.,Nippon Kaiji Kyokai | Hirose A.,Osaka University
Materials Transactions | Year: 2011

Nanoindentation measurements were successfully applied to the interfacial reaction layers in dissimilar metal joints of 6000 series aluminum alloys containing alloying elements to steel in order to characterize their mechanical properties. The nanoindentation hardness of the reaction layer formed at the aluminum side was lower than that formed at the low carbon steel (SPCE) side of the investigated joints. At the aluminum side, the nanoindentation hardness changed by the addition of alloying elements. The hardness of the resulting Al12Fe3Si intermetallic compound (IMC) (and the same IMC containing Cu) was lower than that of Al3Fe In comparison with the hardness values obtained from bulk Al-Fe binary series IMCs, it is considered that hardness changes of interfacial reaction layers are derived from the crystal structural changes produced by the alloying elements. The result of micro-testing of Al-Fe series IMCs indicates that the modification of the interfacial reaction layer by alloying elements contributes to higher ductility and the improvement of joint strength through crystal structural change. © 2011 The Japan Institute of Light Metals.

Yamamoto N.,Nippon Kaiji Kyokai
Proceedings of the International Conference on Offshore Mechanics and Arctic Engineering - OMAE | Year: 2014

Corrosion prediction model which takes an effect of maintenance and repair into account is developed based on the full probability corrosion model. Over-all coating repair, touch-up coating repair and renewing repair of worn member are considered. Change in the corrosion condition due to the maintenance and repair work is modeled and possibility of such change is evaluated. Based on the developed model, the effects of these maintenance and repair methods to the corrosion condition are numerically examined and discussed. In these numerical examinations, a conventional paint coating and a coating which meets the PSPC (IMO's Performance Standard for Protective Coatings) specification are examined. Change in corrosion wastage condition due to the maintenance and repair works is evaluated and compared. And the probability that the corrosion wastage exceeds the permissible level is also evaluated. Copyright © 2014 by ASME.

Dobashi H.,Nippon Kaiji Kyokai | Usami A.,Nippon Kaiji Kyokai
Proceedings of the International Offshore and Polar Engineering Conference | Year: 2012

The strength assessment against sloshing loading in LNG cargo tanks is crucial for the structural integrity of membrane LNG carriers since they have no internal structural members to restrict violent liquid motion. The dynamic structural response of the insulation structure is critical in the strength assessment of sloshing in membrane LNG cargo tanks. However, the dynamic effect of the structural response due to sloshing load is not still clear, despite all the recent developments in the industry. First, a dry drop test campaign of the insulation was carried out in order to confirm the dynamic structural response of the insulation structure and the dynamic structural analysis was validated by comparing it to the results of the dry drop test (Dobashi, H et al, 2010). This paper summarizes the estimation of the dynamic amplification factor of the cargo hold insulation structure. Copyright © 2012 by the International Society of Offshore and Polar Engineers (ISOPE).

News Article | March 14, 2016

« 7 finalists announced for USDOT Smart City Challenge; Amazon Web Services new partner | Main | 100,000 Induction Pressure Welding axles from Mercedes-Benz Kassel plant; welding of steel and cast parts with any contours » The Nikkei reports that Kawasaki Heavy Industries and Royal Dutch Shell will partner to develop technologies for transporting large volumes of liquefied hydrogen by sea. Kawasaki has already been collaborating with Iwatani and Electric Power Development in hydrogen mass production and transportation. Kawasaki is also currently developing a small test vessel for the marine transportation of liquefied hydrogen. (Earlier post.) The vessel will have a cargo capacity of 2,500 m3, equivalent to that of coastal trading LNG vessels. Kawasaki obtained approval in principle from Nippon Kaiji Kyokai (ClassNK) for the cargo containment system in 2013. Kawasaki aims to complete development design in 2016, then subsequently move forward with commercialization. Liquefied hydrogen evaporates at a rate 10 times greater than LNG. To address this, the pioneering test vessel will employ a cargo containment system of a double shell structure for vacuum insulation, offering support that demonstrates excellent insulation performance and safety. To help support the global distribution of hydrogen further into the future, Kawasaki aims to develop a large liquefied hydrogen carrier with a capacity of around 160,000 m3. Shell will bring its own deep expertise in energy transportation to the efforts to unlock large supplies of hydrogen and develop international standards for marine transportation. According to the report, the partners will produce hydrogen from low-quality brown coal abundant in Australia at low cost and then ship liquefied hydrogen. They aim to lower the wholesale price to about ¥30 ($0.26) per NM3 (normal cubic meter) by around 2025 to make the business profitable. If things go as planned, power-generating costs for hydrogen would stand at about ¥16 per kilowatt-hour, about 20% higher than liquefied natural gas but nearly half the figure for petroleum. Shell seeks to gain a foothold in marine transport by working with Japanese partners strong in hydrogen technologies. The company expects demand growth outside of Japan. Iwatani will contribute facilities for loading hydrogen stored tanks onto transportation vehicles. J-Power will be in charge of production plants. The partners are considering setting up an import base in Kobe. The partners currently plan to launch a pilot operation in 2020, targeting annual hydrogen imports of 660,000 tons in 2030—equivalent to 1.5% of Japan’s power output, according to the Nikkei report.

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