All engineering courses, including naval architecture, have to ensure that the students gain a firm grasp of both analysis and synthesis techniques. However there is a significant difference between how these two are dealt with in educational programmes: analysis techniques are conventionally taught in detail and extensively throughout the three or four years of an undergraduate course, while synthesis is often ignored until the final stages of a degree programme, and then dealt with in a relatively cursory fashion. This is understandable as analysis techniques are far more involved, and require many hours of study to grasp and, more fundamentally, it can be asked, how can you synthesise a solution without first learning to analyse and evaluate it? However naval architects are essentially designers, so it would clearly be beneficial if our students were learning the entire process of design, meaning both analysis and synthesis, from the earliest stages of their programmes. This paper will report on the recent experience at Newcastle University where, following a review and reorganisation of our undergraduate programmes, design theory and practice has been introduced to the course from day one. In the paper the rational for the reorganisation will be briefly outlined, but the main focus of the paper will be on the teaching and learning process, which has involved presenting the students with a series of paper and cardboard boat design challenges that they have to respond to by undertaking design-and-build exercises throughout the first semester of their course. Despite the students having little of no knowledge of analysis techniques the challenges introduce them to the concepts of elicitation, creativity, synthesis, optimisation, satisfycing, evaluating, and of virtual prototyping. The paper will conclude with a student led review of the value of this approach.
{"title":"Learning Design From Day One of Undergraduate Studies","authors":"R. Birmingham","doi":"10.5957/imdc-2022-340","DOIUrl":"https://doi.org/10.5957/imdc-2022-340","url":null,"abstract":"All engineering courses, including naval architecture, have to ensure that the students gain a firm grasp of both analysis and synthesis techniques. However there is a significant difference between how these two are dealt with in educational programmes: analysis techniques are conventionally taught in detail and extensively throughout the three or four years of an undergraduate course, while synthesis is often ignored until the final stages of a degree programme, and then dealt with in a relatively cursory fashion. This is understandable as analysis techniques are far more involved, and require many hours of study to grasp and, more fundamentally, it can be asked, how can you synthesise a solution without first learning to analyse and evaluate it? However naval architects are essentially designers, so it would clearly be beneficial if our students were learning the entire process of design, meaning both analysis and synthesis, from the earliest stages of their programmes.\u0000 This paper will report on the recent experience at Newcastle University where, following a review and reorganisation of our undergraduate programmes, design theory and practice has been introduced to the course from day one. In the paper the rational for the reorganisation will be briefly outlined, but the main focus of the paper will be on the teaching and learning process, which has involved presenting the students with a series of paper and cardboard boat design challenges that they have to respond to by undertaking design-and-build exercises throughout the first semester of their course. Despite the students having little of no knowledge of analysis techniques the challenges introduce them to the concepts of elicitation, creativity, synthesis, optimisation, satisfycing, evaluating, and of virtual prototyping.\u0000 The paper will conclude with a student led review of the value of this approach.","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121930351","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
To educate ship designers of the future, NHL Stenden University of Applied Sciences aims to continuously innovate education and update the curriculum, for example looking at digitally enabled education. In agreement with this Design Based Education (DBE) has been introduced, a new educational concept. In DBE, students work on projects that are provided by industry partners with core subjects providing the required information to successfully complete the projects. Another endeavour is the introduction of the BSc minor “Advanced Engineering Tools for ShipX”, where X is shorthand for design and operation. This course is concentrated on engineering tools and methods that have emerged in the (construction) industry over the past decades. Because quite some tools are implemented in software, the minor starts with a programming course. However, the emphasis of the minor is not on programming, but on algorithms and algorithmic thinking. For programming languages come and go, while smart algorithms remain to serve us for centuries. Additionally in the BSc, gamification is used to educate an old trade: ship stability. Students experience the primary behaviour of a raft and the forces that act upon it in virtual reality. Afterwards the theory will have to be elaborated a bit more, and the students will have to practice with calculations, but first comes the understanding and only then the math. The master Marine Shipping Innovation focusses on maritime professionals that want to expand their knowledge and learn to innovate. Many students have several years of industry experience and bring with them their expertise and knowledge. A trade they share with their teachers who also combine their teaching job with an additional job in industry. The master offers on demand education, where students can select from a wide range of subjects to further expand their knowledge. At traditional universities, the focus lies on fundamental research, for example, design methods and design tools. Research at universities of applied science is more practical in nature. Engineering in general and the maritime industry specifically is very practical and the application of research is of high interest to the industry. For that reason the major Marine Technology has been selected to run a pilot for a post master applied research program called a Professional Doctorate (PD). The pilot starts in 2022 and currently the implementation of this program is in full swing. In short, this article will discuss the education innovations in both the bachelor and master programs for Marine Technology. It will discuss how the changes are implemented and what the effect is on the education. Finally it will discuss the current steps that are taken to successfully introduce the Professional Doctorate.
{"title":"Innovative Maritime Design Education at NHL Stenden University of Applied Sciences","authors":"C. Kooij, Sietske de Geus-Moussault, H. Koelman","doi":"10.5957/imdc-2022-260","DOIUrl":"https://doi.org/10.5957/imdc-2022-260","url":null,"abstract":"To educate ship designers of the future, NHL Stenden University of Applied Sciences aims to continuously innovate education and update the curriculum, for example looking at digitally enabled education. In agreement with this Design Based Education (DBE) has been introduced, a new educational concept. In DBE, students work on projects that are provided by industry partners with core subjects providing the required information to successfully complete the projects.\u0000 Another endeavour is the introduction of the BSc minor “Advanced Engineering Tools for ShipX”, where X is shorthand for design and operation. This course is concentrated on engineering tools and methods that have emerged in the (construction) industry over the past decades. Because quite some tools are implemented in software, the minor starts with a programming course. However, the emphasis of the minor is not on programming, but on algorithms and algorithmic thinking. For programming languages come and go, while smart algorithms remain to serve us for centuries. Additionally in the BSc, gamification is used to educate an old trade: ship stability. Students experience the primary behaviour of a raft and the forces that act upon it in virtual reality. Afterwards the theory will have to be elaborated a bit more, and the students will have to practice with calculations, but first comes the understanding and only then the math.\u0000 The master Marine Shipping Innovation focusses on maritime professionals that want to expand their knowledge and learn to innovate. Many students have several years of industry experience and bring with them their expertise and knowledge. A trade they share with their teachers who also combine their teaching job with an additional job in industry. The master offers on demand education, where students can select from a wide range of subjects to further expand their knowledge.\u0000 At traditional universities, the focus lies on fundamental research, for example, design methods and design tools. Research at universities of applied science is more practical in nature. Engineering in general and the maritime industry specifically is very practical and the application of research is of high interest to the industry. For that reason the major Marine Technology has been selected to run a pilot for a post master applied research program called a Professional Doctorate (PD). The pilot starts in 2022 and currently the implementation of this program is in full swing.\u0000 In short, this article will discuss the education innovations in both the bachelor and master programs for Marine Technology. It will discuss how the changes are implemented and what the effect is on the education. Finally it will discuss the current steps that are taken to successfully introduce the Professional Doctorate.","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"24 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115338195","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Sarah Chu, C. Johnstone, M. Balchanos, Michael J. Steffens, D. Mavris
The idea of a digital enterprise has caught traction recently as an efficient and novel means of enhancing the design, verification, validation, manufacturing, and operational processes around complex and integrated systems. The Office of Naval Research (ONR) has demonstrated interest in the digital enterprise as a means of both expanding its use of Unmanned Surface Vehicles (USVs) and scaling them to more complex use cases. The growing wave of digital engineering influence stands to augment current engineering lifecycle processes by enabling the development of digital twins and new practices around them such as virtual experimentation. These new practices will rapidly reduce the time and cost of system development and certification and, if done correctly, will accelerate the evolution of unmanned surface vehicles. However, for these systems to be trusted to operate in the way envisioned by the ONR and larger Defense industry, several issues surrounding digital model creation must be addressed. The purpose of this study was two-fold. Firstly, to investigate a methodology for digital twin creation and virtual experimentation by developing a modelling and simulation dashboard around a prototypical unmanned surface. Secondly, to investigate potential solutions to lack of scalability and reusability in classical physics-based modelling techniques and improved digital enterprise architecting by connecting model simulation to model definition and stakeholder requirements. The first phase revolved around using both physics and data-driven information from the system to capture its behavior in three layers of interest: dynamic, electrical, and thermal. A model was created and simulated in a digital testbed to explore how improved physical and digital experimentation could reduce uncertainty in model performance. The results of this phase suggested that the spiral development approach taken to virtual experimentation platform and digital twin development could reduce the cost of system verification and validation if scaled. One part of the second phase showed that by modeling operational activities and requirements, the overall system functionality can be identified as well as any gaps in the architecture that need to be addressed. This helps identify new requirements for the USV and ensures that the process of data gathering during virtual experimentation is better understood. The structural model is then transformed into an analytical model for the actual simulation of the system. The other part of the second phase focused on causal model development using the Modelica system modelling language as a means of improving scalability. The same unmanned surface vehicle in phase one was recreated and simulated in the Dymola environment. The results were compared against experimental data from phase one and show that the Modelica model solved faster, was simpler to implement, and was more easily adapted to more complex systems than the original state-equation
{"title":"Applying Acausal Physics-Based Modeling and Model-Based Systems Engineering to Improve System Model Scalability and Reusability","authors":"Sarah Chu, C. Johnstone, M. Balchanos, Michael J. Steffens, D. Mavris","doi":"10.5957/imdc-2022-355","DOIUrl":"https://doi.org/10.5957/imdc-2022-355","url":null,"abstract":"The idea of a digital enterprise has caught traction recently as an efficient and novel means of enhancing the design, verification, validation, manufacturing, and operational processes around complex and integrated systems. The Office of Naval Research (ONR) has demonstrated interest in the digital enterprise as a means of both expanding its use of Unmanned Surface Vehicles (USVs) and scaling them to more complex use cases. The growing wave of digital engineering influence stands to augment current engineering lifecycle processes by enabling the development of digital twins and new practices around them such as virtual experimentation. These new practices will rapidly reduce the time and cost of system development and certification and, if done correctly, will accelerate the evolution of unmanned surface vehicles.\u0000 However, for these systems to be trusted to operate in the way envisioned by the ONR and larger Defense industry, several issues surrounding digital model creation must be addressed. The purpose of this study was two-fold. Firstly, to investigate a methodology for digital twin creation and virtual experimentation by developing a modelling and simulation dashboard around a prototypical unmanned surface. Secondly, to investigate potential solutions to lack of scalability and reusability in classical physics-based modelling techniques and improved digital enterprise architecting by connecting model simulation to model definition and stakeholder requirements. The first phase revolved around using both physics and data-driven information from the system to capture its behavior in three layers of interest: dynamic, electrical, and thermal. A model was created and simulated in a digital testbed to explore how improved physical and digital experimentation could reduce uncertainty in model performance. The results of this phase suggested that the spiral development approach taken to virtual experimentation platform and digital twin development could reduce the cost of system verification and validation if scaled. One part of the second phase showed that by modeling operational activities and requirements, the overall system functionality can be identified as well as any gaps in the architecture that need to be addressed. This helps identify new requirements for the USV and ensures that the process of data gathering during virtual experimentation is better understood. The structural model is then transformed into an analytical model for the actual simulation of the system. The other part of the second phase focused on causal model development using the Modelica system modelling language as a means of improving scalability. The same unmanned surface vehicle in phase one was recreated and simulated in the Dymola environment. The results were compared against experimental data from phase one and show that the Modelica model solved faster, was simpler to implement, and was more easily adapted to more complex systems than the original state-equation","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114084733","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Marine systems design methodology is continuously evolving. On a strategic level, we have seen four major evolutionary tracks emerging from the sequential, iterative process captured in the classical design spiral. One is a model-based systems engineering approach that removes iterations by a structured mapping from needs to functions, and further to form elements that are finally synthesized into a complete design. Another is a set-based strategy, where a large number of designs are generated and analysed, from which one or a few solutions are selected for further development. A third direction is a holistic optimization strategy where the major steps in the spiral model are integrated onto a common platform that enables the automatic identification of one or a few balanced, preferable solutions. Finally, as a strategy towards improved competitiveness through standardization in a typical engineered-to-order industry, we have seen the emergence of modular architectures combined with configuration-based design methods. Across these four evolutionary tracks there have been several more focused developments on different levels of maturity. This includes design-for-sustainability, simulation of operations, design-for-flexibility to handle uncertainty and change, and design of wind-assisted vessels. Finally, we have pointed to some emerging developments that we find promising but have yet to mature into having a significant impact on industry level applications. This includes artificial intelligence and machine learning, extended system boundaries, and digital twin technologies.
{"title":"Design Methodology State-of-the-Art Report","authors":"S. O. Erikstad, B. Lagemann","doi":"10.5957/imdc-2022-301","DOIUrl":"https://doi.org/10.5957/imdc-2022-301","url":null,"abstract":"Marine systems design methodology is continuously evolving. On a strategic level, we have seen four major evolutionary tracks emerging from the sequential, iterative process captured in the classical design spiral. One is a model-based systems engineering approach that removes iterations by a structured mapping from needs to functions, and further to form elements that are finally synthesized into a complete design. Another is a set-based strategy, where a large number of designs are generated and analysed, from which one or a few solutions are selected for further development. A third direction is a holistic optimization strategy where the major steps in the spiral model are integrated onto a common platform that enables the automatic identification of one or a few balanced, preferable solutions. Finally, as a strategy towards improved competitiveness through standardization in a typical engineered-to-order industry, we have seen the emergence of modular architectures combined with configuration-based design methods. Across these four evolutionary tracks there have been several more focused developments on different levels of maturity. This includes design-for-sustainability, simulation of operations, design-for-flexibility to handle uncertainty and change, and design of wind-assisted vessels. Finally, we have pointed to some emerging developments that we find promising but have yet to mature into having a significant impact on industry level applications. This includes artificial intelligence and machine learning, extended system boundaries, and digital twin technologies.","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130046798","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ship systems, such as the electrical distribution and thermal management systems, are larger, more complex, and more integrated than ever before due to the radical increase in electrical power used by new sensor and weapons systems, the resulting large thermal load placed on cooling systems, and the advances in integration of ship, mission and machinery control systems. Thus, there is a significant need for greater detail in ship system design to be provided earlier in the ship design process. Advances in computing capability over recent years allow an increase in detail of early-stage ship designs along with a simultaneous increase in the number of ship designs explored, facilitating design processes such as set-based design. This paper describes a body of work that provides a methodology for semi-automated design of ship systems, allowing the programmatic creation and analysis of ship systems under the guidance of the user, assembled from pre-designed templates and tailored to the ship design. We refer to this overall methodology as Templating. The ultimate goal is a software tool which takes as input a set of pre-designed system segments, termed templates, and integrates them into a fully functioning system model in a ship design, with all components appropriately sized and located. The resultant system model provides metrics such as size, weight and complexity. Further, the model is available for system simulation under various operational conditions to provide metrics such as efficiency and survivability while also allowing exploration of reconfigurability, reliability, maintainability, and a host of other “ilities.” The Templating process and software is fully integrated into the U.S. Navy’s early-stage design tool suite. The process for creating a fully functional ship system from templates requires several steps: Assembly of the templates into a logically connected system by copying relevant templates into the ship design and connecting them appropriately to one another. This yields a logically appropriate one-line diagram with components placed in an approximate geographic position within the ship. Determination of the capacity of each component. Since the templating capability facilitates the creation of ship systems from an assembly of parts or system sub-sections, it is not possible to determine the required capacity of each element of a system until the system is fully assembled with all loads and sources connected and placed in three-dimensional space. An algorithm has been developed to determine the maximum amount of energy handled by each component given any possible alignment of the system. Dimensioning of each component based on the capacity required. Physics-based sizing algorithms for a variety of component types are under exploration. Final placement of the components in three-dimensional space. A methodology for automatically arranging components in a ship design in a manner that eliminates overlaps, provides spaci
{"title":"Advancing Automation in Early-Stage Navy Ship System Design","authors":"J. Chalfant","doi":"10.5957/imdc-2022-235","DOIUrl":"https://doi.org/10.5957/imdc-2022-235","url":null,"abstract":"Ship systems, such as the electrical distribution and thermal management systems, are larger, more complex, and more integrated than ever before due to the radical increase in electrical power used by new sensor and weapons systems, the resulting large thermal load placed on cooling systems, and the advances in integration of ship, mission and machinery control systems. Thus, there is a significant need for greater detail in ship system design to be provided earlier in the ship design process. Advances in computing capability over recent years allow an increase in detail of early-stage ship designs along with a simultaneous increase in the number of ship designs explored, facilitating design processes such as set-based design.\u0000 This paper describes a body of work that provides a methodology for semi-automated design of ship systems, allowing the programmatic creation and analysis of ship systems under the guidance of the user, assembled from pre-designed templates and tailored to the ship design. We refer to this overall methodology as Templating. The ultimate goal is a software tool which takes as input a set of pre-designed system segments, termed templates, and integrates them into a fully functioning system model in a ship design, with all components appropriately sized and located. The resultant system model provides metrics such as size, weight and complexity. Further, the model is available for system simulation under various operational conditions to provide metrics such as efficiency and survivability while also allowing exploration of reconfigurability, reliability, maintainability, and a host of other “ilities.”\u0000 The Templating process and software is fully integrated into the U.S. Navy’s early-stage design tool suite.\u0000 The process for creating a fully functional ship system from templates requires several steps:\u0000 Assembly of the templates into a logically connected system by copying relevant templates into the ship design and connecting them appropriately to one another. This yields a logically appropriate one-line diagram with components placed in an approximate geographic position within the ship.\u0000 Determination of the capacity of each component. Since the templating capability facilitates the creation of ship systems from an assembly of parts or system sub-sections, it is not possible to determine the required capacity of each element of a system until the system is fully assembled with all loads and sources connected and placed in three-dimensional space. An algorithm has been developed to determine the maximum amount of energy handled by each component given any possible alignment of the system.\u0000 Dimensioning of each component based on the capacity required. Physics-based sizing algorithms for a variety of component types are under exploration.\u0000 Final placement of the components in three-dimensional space. A methodology for automatically arranging components in a ship design in a manner that eliminates overlaps, provides spaci","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127942581","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
O. Turan, R. Kurt, Beatriz Navas de Maya, Courteney Flower, Hadi Bantan, O. Arslan, Esma Uflaz
Although, occupational injuries and fatalities onboard merchant ships show decreasing trends over the years, they are still significantly above the rates observed in the land based industries. This study critically evaluates the maritime occupational injuries and fatalities in international merchant shipping over the last 20 years by reviewing the reported studies and publications; available major data sources and taxonomies around the world with an aim of identifying the causes of those injuries and fatalities. The study, also present the detailed results of the systematic analysis of occupational accident database highlighting main causal factors. The analyses are carried out by studying the injuries and fatalities separately, in order to have a deeper understanding and better identification of the circumstances leading to injuries and fatalities. The study also presents the design and operational deficiencies leading to occupational accidents onboard merchant ships. Results of the data analyses clearly indicate that fall overboard of a person is the top immediate causal factor for fatalities, while slips, trips and falls on the same level is the top immediate causal factor for injuries.
{"title":"Role Of Design and Operational Deficiencies on Occupational Accidents Onboard Merchant Ships","authors":"O. Turan, R. Kurt, Beatriz Navas de Maya, Courteney Flower, Hadi Bantan, O. Arslan, Esma Uflaz","doi":"10.5957/imdc-2022-344","DOIUrl":"https://doi.org/10.5957/imdc-2022-344","url":null,"abstract":"\u0000 \u0000 Although, occupational injuries and fatalities onboard merchant ships show decreasing trends over the years, they are still significantly above the rates observed in the land based industries.\u0000 This study critically evaluates the maritime occupational injuries and fatalities in international merchant shipping over the last 20 years by reviewing the reported studies and publications; available major data sources and taxonomies around the world with an aim of identifying the causes of those injuries and fatalities. The study, also present the detailed results of the systematic analysis of occupational accident database highlighting main causal factors.\u0000 The analyses are carried out by studying the injuries and fatalities separately, in order to have a deeper understanding and better identification of the circumstances leading to injuries and fatalities. The study also presents the design and operational deficiencies leading to occupational accidents onboard merchant ships.\u0000 Results of the data analyses clearly indicate that fall overboard of a person is the top immediate causal factor for fatalities, while slips, trips and falls on the same level is the top immediate causal factor for injuries.\u0000","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"50 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130295731","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Asbjørnslett, P. O. Brett, B. Lagemann, S. O. Erikstad
At the Norwegian University for Science and Technology (NTNU) in Trondheim we have a long tradition for education Master of Science candidates in naval architecture and marine technology for both the Norwegian and global maritime industry. Currently we graduate approximately 120 MSc candidates each year. Until now, they have typically been employed by the three major export industries in Norway, being shipping and shipbuilding, offshore oil and gas, and fisheries and aquaculture, though increasingly offshore renewable energy has become a major employer. In this paper we will report on how we plan to further develop our study programme, both marine technology in general, and marine systems design in particular. It is our experience from previous IMDC conferences that sharing and discussing this topic among peer educational institutions in this field is important for both new ideas and insights as well as feedback and quality assessment We believe there are four major forces that will have the highest influence on the marine technology study programmes: That sustainability will be a key driver in all aspects of marine systems design towards 2050, and that we must equip future MSc graduates with both the fundamental (systems) knowledge as well as quantitative tools, models and methods on a level far beyond where we are today. That all aspects of digitalization will continue to be a major development force. One aspect will be the products and systems to be designed and operated in an industry where digital twins, cyber-physical systems, remote and autonomous operations and zetabytes of data are becoming household concepts. Another aspect is the tools, models and methods applied for analysis, optimization, visualization and communication where we in the educational sector have experienced a substantial leap under and in the wake of the Corona pandemic. That creativity, student engagement and innovation will play a more central role in engineering programmes. The CDIO (Conceive, Design, Implement, Operate) education framework adopted by many universities reflects this, and CDIO has is central in the overall educational strategy at NTNU. That a systems perspective with corresponding models, methods and tools will be even more important for the next generation naval architects. A relevant illustration of this is the recognition that the 2050 IMO targets for emission reductions cannot be resolved by singular efforts such as improved hull forms or new engine technologies, but will require the concerted contribution from many initiatives related to the ship itself, its concepts of operation, as well as the operating context at large including fuel infrastructure, technology developments, regulations and economic incentives. Without systems competencies our graduates will fail to meet the expectations from both the maritime industry as well as the society at large. In our proposed paper we will present both the changes that we have already implemented
{"title":"Educating the Next Generation Marine Systems Design Engineer – The NTNU Perspective","authors":"B. Asbjørnslett, P. O. Brett, B. Lagemann, S. O. Erikstad","doi":"10.5957/imdc-2022-267","DOIUrl":"https://doi.org/10.5957/imdc-2022-267","url":null,"abstract":"At the Norwegian University for Science and Technology (NTNU) in Trondheim we have a long tradition for education Master of Science candidates in naval architecture and marine technology for both the Norwegian and global maritime industry. Currently we graduate approximately 120 MSc candidates each year. Until now, they have typically been employed by the three major export industries in Norway, being shipping and shipbuilding, offshore oil and gas, and fisheries and aquaculture, though increasingly offshore renewable energy has become a major employer.\u0000 In this paper we will report on how we plan to further develop our study programme, both marine technology in general, and marine systems design in particular. It is our experience from previous IMDC conferences that sharing and discussing this topic among peer educational institutions in this field is important for both new ideas and insights as well as feedback and quality assessment\u0000 We believe there are four major forces that will have the highest influence on the marine technology study programmes: That sustainability will be a key driver in all aspects of marine systems design towards 2050, and that we must equip future MSc graduates with both the fundamental (systems) knowledge as well as quantitative tools, models and methods on a level far beyond where we are today.\u0000 That all aspects of digitalization will continue to be a major development force. One aspect will be the products and systems to be designed and operated in an industry where digital twins, cyber-physical systems, remote and autonomous operations and zetabytes of data are becoming household concepts. Another aspect is the tools, models and methods applied for analysis, optimization, visualization and communication where we in the educational sector have experienced a substantial leap under and in the wake of the Corona pandemic.\u0000 That creativity, student engagement and innovation will play a more central role in engineering programmes. The CDIO (Conceive, Design, Implement, Operate) education framework adopted by many universities reflects this, and CDIO has is central in the overall educational strategy at NTNU.\u0000 That a systems perspective with corresponding models, methods and tools will be even more important for the next generation naval architects. A relevant illustration of this is the recognition that the 2050 IMO targets for emission reductions cannot be resolved by singular efforts such as improved hull forms or new engine technologies, but will require the concerted contribution from many initiatives related to the ship itself, its concepts of operation, as well as the operating context at large including fuel infrastructure, technology developments, regulations and economic incentives. Without systems competencies our graduates will fail to meet the expectations from both the maritime industry as well as the society at large.\u0000 In our proposed paper we will present both the changes that we have already implemented ","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132224441","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper presents the current state of the open and collaborative Vessel.JS library, firstly introduced at the 2018 edition of IMDC. The new features of the library are discussed via available online examples. The core of the paper uses a newly developed web-based online ship simulator as guiding example, where the ship, sea and environment are constructed using the library and its dependencies. Norwegian University of Science and Technology (NTNU) research vessel Gunnerus is used as example for the ship and maneuverability model. The landscape is based on an open map from Trondheim municipality, joint by the library with the sea and sky. The bridge and control center uses the OpenBridge library for the instruments, a result from a recent cooperation between NTNU and Oslo School of Architecture (Oslo, Norway). The whole platform is available online and can be modified and improved by peers. A discussion is included in the last part of the paper about how recent studies in digital twin standards can be implemented in the mentioned example using web technologies. The paper concludes with a proposal for re-use of the available model and a call to open and collaborative development in maritime design.
{"title":"Current State of the Vessel.JS Library: A Web-Based Toolbox for Maritime Simulations","authors":"H. Gaspar","doi":"10.5957/imdc-2022-271","DOIUrl":"https://doi.org/10.5957/imdc-2022-271","url":null,"abstract":"This paper presents the current state of the open and collaborative Vessel.JS library, firstly introduced at the 2018 edition of IMDC. The new features of the library are discussed via available online examples. The core of the paper uses a newly developed web-based online ship simulator as guiding example, where the ship, sea and environment are constructed using the library and its dependencies. Norwegian University of Science and Technology (NTNU) research vessel Gunnerus is used as example for the ship and maneuverability model. The landscape is based on an open map from Trondheim municipality, joint by the library with the sea and sky. The bridge and control center uses the OpenBridge library for the instruments, a result from a recent cooperation between NTNU and Oslo School of Architecture (Oslo, Norway). The whole platform is available online and can be modified and improved by peers. A discussion is included in the last part of the paper about how recent studies in digital twin standards can be implemented in the mentioned example using web technologies. The paper concludes with a proposal for re-use of the available model and a call to open and collaborative development in maritime design.","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123442349","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The first 3GPP Technical Specification covering service requirements (Stage 1) for the support of maritime communication (MARCOM) over 3GPP systems (TS 22.119) was approved in December 2018 at the TSG SA Plenary meeting in Sorrento. It represents one of several 3GPP initiatives that aim to ensure that future 3GPP/5G systems meet the needs and requirements of a variety of vertical domains and result in a unified communication platform for a broad set of industrial applications. In particular, TS 22.119 has the potential to support both a new wave of Global Maritime Distress and Safety System (GMDSS) modernization and broader 5G maritime services. Despite efforts by 3GPP to engage IALA, IMO, and other groups within the maritime community, much work remains in realising the full potential of this effort. One of the strengths of the 3GPP approach is the manner in which common requirements are re-used by different groups. To this end, wherever possible, the groups will take existing service requirements from 3GPP Stage 1 specifications. Maritime is a good example of this principle, with more general Mission Critical needs covered in other specifications, allowing TS 22.119 to be the deliverable that identifies only specific maritime needs including the service requirements for the support of autonomous shipping and the broader digitalization and mobilization of maritime shipping. Here, we propose a framework that will help to reveal new and emerging wireless system requirements for 3GPP systems in shipboard environments. In the first phase, we consider a current ship within which current wireless technology is deployed. Such scenarios are characterized by a limited set of use cases, a brute-force approach to design and deployment, a disconnect between the reference environments for which the wireless technology was developed, and the new operating environment. The result is suboptimal performance with glaring deficiencies. To a large extent, this is where we are today as technologies such as Wi-Fi, ZigBee, and Bluetooth are deployed aboard ship. In the second phase, airlink and radio resource management are modified to meet the needs of the new operating environment. Different service level requirements are identified, and more ambitious applications are deployed. At this stage, the primary impact is on shipboard operations with relatively little impact on ship design. To a large extent, this reflects the majority of current forward looking thinking concerning the application of wireless technology aboard ship today. In the third phase, ship design & construction are modified, subtly or otherwise, to account for both the nature of wireless propagation and the implications of the enhanced connectivity. In some cases, this may include lessons learned that allow crew sizes to be reduced, perhaps dramatically, in light of significant increases in the depth and sophistication of shipboard automation. We believe that this approach is well suited to bri
{"title":"Setting Technical Requirements for Intra-Ship Maritime Communication Services Over 3GPP Systems","authors":"Xin Chen, D. Michelson","doi":"10.5957/imdc-2022-280","DOIUrl":"https://doi.org/10.5957/imdc-2022-280","url":null,"abstract":"The first 3GPP Technical Specification covering service requirements (Stage 1) for the support of maritime communication (MARCOM) over 3GPP systems (TS 22.119) was approved in December 2018 at the TSG SA Plenary meeting in Sorrento. It represents one of several 3GPP initiatives that aim to ensure that future 3GPP/5G systems meet the needs and requirements of a variety of vertical domains and result in a unified communication platform for a broad set of industrial applications. In particular, TS 22.119 has the potential to support both a new wave of Global Maritime Distress and Safety System (GMDSS) modernization and broader 5G maritime services.\u0000 Despite efforts by 3GPP to engage IALA, IMO, and other groups within the maritime community, much work remains in realising the full potential of this effort. One of the strengths of the 3GPP approach is the manner in which common requirements are re-used by different groups. To this end, wherever possible, the groups will take existing service requirements from 3GPP Stage 1 specifications. Maritime is a good example of this principle, with more general Mission Critical needs covered in other specifications, allowing TS 22.119 to be the deliverable that identifies only specific maritime needs including the service requirements for the support of autonomous shipping and the broader digitalization and mobilization of maritime shipping.\u0000 Here, we propose a framework that will help to reveal new and emerging wireless system requirements for 3GPP systems in shipboard environments. In the first phase, we consider a current ship within which current wireless technology is deployed. Such scenarios are characterized by a limited set of use cases, a brute-force approach to design and deployment, a disconnect between the reference environments for which the wireless technology was developed, and the new operating environment. The result is suboptimal performance with glaring deficiencies. To a large extent, this is where we are today as technologies such as Wi-Fi, ZigBee, and Bluetooth are deployed aboard ship.\u0000 In the second phase, airlink and radio resource management are modified to meet the needs of the new operating environment. Different service level requirements are identified, and more ambitious applications are deployed. At this stage, the primary impact is on shipboard operations with relatively little impact on ship design. To a large extent, this reflects the majority of current forward looking thinking concerning the application of wireless technology aboard ship today.\u0000 In the third phase, ship design & construction are modified, subtly or otherwise, to account for both the nature of wireless propagation and the implications of the enhanced connectivity. In some cases, this may include lessons learned that allow crew sizes to be reduced, perhaps dramatically, in light of significant increases in the depth and sophistication of shipboard automation.\u0000 We believe that this approach is well suited to bri","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"57 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116522940","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Jose Jorge Garcia Agis, P. O. Brett, S. O. Erikstad, H. Gaspar
The digital twin technology platform has not yet achieved the expected acceptance and wider implementation in the maritime industry. So far, most of the focus of the digital twin application discussions have centred around what to learn from big data in ship operation, and to a lesser extent, has anybody extended this discussion to include the benefits such new technology can contribute to the enhancement of the upstream ship concept and basic design activities, as well as detailed engineering. This paper particularly pays attention to this latter, partly forgotten, application area. There could be many reasons behind such a reluctance to take on new technology and utilize it to its full potential. It is hypothesized and argued by this article that the development has focused on applications that are too complex, too expensive and reflect, to a little extent, real-life needs. Lack of effective data transfer and transaction interphases among relevant stakeholders is another important factor creating these inefficiencies. This paper document how and why such inefficiencies in novel digitization technology adoption and adaptation exist and hamper the progress of achieving noticeable benefits of such implementations and how such development hurdles can be eliminated. Real-life user cases and several contributions in the professional literature suggest that more effective implementation of digital twin technology requires further discussions and investigations relating to three important aspects: i) a common and accepted definition of what is a digital twin; ii) an agreed-upon scalable and systemic approach to what is the solution space for a digital twin solution and iii) which systemic method to be used for digital twin development. Digital-twin technology must combine effective ship in operation and ship design feedback and feed forwarding, including their inherent people involvement and market behaviour. This article reviews the status of digital twin technology in the maritime domain and proposes a common definition of the digital twin. The latter part of the article proposes a systemic perspective for effective digital twin development and a method for a goal-oriented digital twin development in the novel ship design domain as well for ships in operations. Real-life user-case examples are elaborated upon to support our suggestions for improvement. The paper summarizes that, in its current form, the success rate of the digital twin technology implementation is so far, limited. Thus, the short- and long-term benefits to be achieved from digital twin applications in relation to vessel operations and their designs are also limited. This paper advises ways for improvement of the present situation.
{"title":"Reshaping Digital Twin in Technology Developments for Enhancing Marine Systems Design","authors":"Jose Jorge Garcia Agis, P. O. Brett, S. O. Erikstad, H. Gaspar","doi":"10.5957/imdc-2022-268","DOIUrl":"https://doi.org/10.5957/imdc-2022-268","url":null,"abstract":"The digital twin technology platform has not yet achieved the expected acceptance and wider implementation in the maritime industry. So far, most of the focus of the digital twin application discussions have centred around what to learn from big data in ship operation, and to a lesser extent, has anybody extended this discussion to include the benefits such new technology can contribute to the enhancement of the upstream ship concept and basic design activities, as well as detailed engineering. This paper particularly pays attention to this latter, partly forgotten, application area. There could be many reasons behind such a reluctance to take on new technology and utilize it to its full potential. It is hypothesized and argued by this article that the development has focused on applications that are too complex, too expensive and reflect, to a little extent, real-life needs. Lack of effective data transfer and transaction interphases among relevant stakeholders is another important factor creating these inefficiencies. This paper document how and why such inefficiencies in novel digitization technology adoption and adaptation exist and hamper the progress of achieving noticeable benefits of such implementations and how such development hurdles can be eliminated.\u0000 Real-life user cases and several contributions in the professional literature suggest that more effective implementation of digital twin technology requires further discussions and investigations relating to three important aspects: i) a common and accepted definition of what is a digital twin; ii) an agreed-upon scalable and systemic approach to what is the solution space for a digital twin solution and iii) which systemic method to be used for digital twin development. Digital-twin technology must combine effective ship in operation and ship design feedback and feed forwarding, including their inherent people involvement and market behaviour. This article reviews the status of digital twin technology in the maritime domain and proposes a common definition of the digital twin. The latter part of the article proposes a systemic perspective for effective digital twin development and a method for a goal-oriented digital twin development in the novel ship design domain as well for ships in operations. Real-life user-case examples are elaborated upon to support our suggestions for improvement.\u0000 The paper summarizes that, in its current form, the success rate of the digital twin technology implementation is so far, limited. Thus, the short- and long-term benefits to be achieved from digital twin applications in relation to vessel operations and their designs are also limited. This paper advises ways for improvement of the present situation.","PeriodicalId":184250,"journal":{"name":"Day 3 Tue, June 28, 2022","volume":"150 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123211388","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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