The operation of marine vessels with high efficiency provides a great contribution within the scope of the International Maritime Organization and the sustainable development goals. In terms of the propulsion system, selecting the appropriate propeller is critical to effectively use the engine power installed in marine vessels because the biggest energy losses during transmission occur on the propeller and ship hull. Increasing propeller efficiencies above a certain level is quite a challenge by simply changing the number of blades, pitch, or propeller type. Therefore, various energy-saving device applications, such as propeller boss cap fins (PBCFs), are performed on the ship propeller. The effects of National Advisory Committee for Aeronautics 4415 profile PBCFs which have a different position and pitch angle integrated into the E698 model propeller have been investigated to describe efficiency, vortex, and pressure distributions based on the KRISO very large crude carrier 2 designed hull in this study. The E698 model propeller has been created by the 3D software and the validation has been performed by the computational fluid dynamic solver software based on the reference values of the propeller. The effect of four PBCF applications which have different pitches and positions on the model propeller has been revealed in terms of the efficiency, pressure distributions, and vortexes. Although P45-R45 and P45-R90 PBCF applications are quite close to the E698 propeller in terms of efficiency, no significant efficiency increase has been observed. In addition, the efficiency has decreased considerably in P90-R45 and P90-R90 applications. PBCFs application with P45-R90 has provided superiority to the base model in terms of pressure distributions and vortex formation. However, any improvement has not been achieved in the remaining three designs. Therefore, PBCF applications should be applied quite elaborately based on propeller types.
{"title":"The Evaluation of Propeller Boss Cap Fins Effects for Different Pitches and Positions in Open Water Conditions","authors":"Burak Göksu, Murat Bayraktar, O. Yüksel","doi":"10.5957/jspd.08230017","DOIUrl":"https://doi.org/10.5957/jspd.08230017","url":null,"abstract":"The operation of marine vessels with high efficiency provides a great contribution within the scope of the International Maritime Organization and the sustainable development goals. In terms of the propulsion system, selecting the appropriate propeller is critical to effectively use the engine power installed in marine vessels because the biggest energy losses during transmission occur on the propeller and ship hull. Increasing propeller efficiencies above a certain level is quite a challenge by simply changing the number of blades, pitch, or propeller type. Therefore, various energy-saving device applications, such as propeller boss cap fins (PBCFs), are performed on the ship propeller. The effects of National Advisory Committee for Aeronautics 4415 profile PBCFs which have a different position and pitch angle integrated into the E698 model propeller have been investigated to describe efficiency, vortex, and pressure distributions based on the KRISO very large crude carrier 2 designed hull in this study. The E698 model propeller has been created by the 3D software and the validation has been performed by the computational fluid dynamic solver software based on the reference values of the propeller. The effect of four PBCF applications which have different pitches and positions on the model propeller has been revealed in terms of the efficiency, pressure distributions, and vortexes. Although P45-R45 and P45-R90 PBCF applications are quite close to the E698 propeller in terms of efficiency, no significant efficiency increase has been observed. In addition, the efficiency has decreased considerably in P90-R45 and P90-R90 applications. PBCFs application with P45-R90 has provided superiority to the base model in terms of pressure distributions and vortex formation. However, any improvement has not been achieved in the remaining three designs. Therefore, PBCF applications should be applied quite elaborately based on propeller types.","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":"100 s2","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-12-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"138995408","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The potential impact of a ship’s outfit density on the labor hours required for production, sustainment, and upgrade has been discussed within the domain of warship design for decades. For fixed ship mission, systems capabilities, crew size, specification complexity and maturity, other producibility characteristics, and work schedule, as a ship’s size varies, required production labor hours are impacted in two ways—first by a change in work content and second by a change in worker productivity with available space. Because these impacts are inversely related, there exists an optimum ship size and outfit density that minimizes required labor hours. This paper describes an analysis of optimum outfit density to minimize production labor hours for complex modern surface combatants. The key relationship between available space and worker productivity is defined based on data from multiple industries. This relationship is then used along with knowledge of surface combatant design and shipbuilding processes and production labor requirements to identify an optimum range of overall outfit density to target during ship design. This derived optimum range is validated with other related research and reference to the outfit densities of existing modern surface combatants and what is known about their ease of build. Also discussed are 1) alternative ship design and production paradigms that might allow for ships with higher outfit densities while maintaining efficient production, maintenance, and upgrade and 2) implications of the relationship between available worker space and worker productivity for shipyard planning and work execution.
{"title":"Derivation of Optimum Outfit Density for Surface Warships based on the Analysis of Variations in Work Content and Workforce Density and Productivity with Ship Size","authors":"M. Spicknall","doi":"10.5957/jspd.09230024","DOIUrl":"https://doi.org/10.5957/jspd.09230024","url":null,"abstract":"The potential impact of a ship’s outfit density on the labor hours required for production, sustainment, and upgrade has been discussed within the domain of warship design for decades. For fixed ship mission, systems capabilities, crew size, specification complexity and maturity, other producibility characteristics, and work schedule, as a ship’s size varies, required production labor hours are impacted in two ways—first by a change in work content and second by a change in worker productivity with available space. Because these impacts are inversely related, there exists an optimum ship size and outfit density that minimizes required labor hours. This paper describes an analysis of optimum outfit density to minimize production labor hours for complex modern surface combatants. The key relationship between available space and worker productivity is defined based on data from multiple industries. This relationship is then used along with knowledge of surface combatant design and shipbuilding processes and production labor requirements to identify an optimum range of overall outfit density to target during ship design. This derived optimum range is validated with other related research and reference to the outfit densities of existing modern surface combatants and what is known about their ease of build. Also discussed are 1) alternative ship design and production paradigms that might allow for ships with higher outfit densities while maintaining efficient production, maintenance, and upgrade and 2) implications of the relationship between available worker space and worker productivity for shipyard planning and work execution.","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":"235 1","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-11-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139229639","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Endurance fuel calculations are used to determine the required volume of fuel tanks; annual fuel calculations are used to estimate the fuel consumed during a year of ship operations, primarily to estimate the projected cost of fuel as part of the life cycle cost estimate. These calculations depend on the fuel rates (kg/h) for different electrical and propulsion system configurations. The fuel rates in turn depend on factors, such as equipment efficiency, prime mover-specific fuel consumption curves, electrical loads, ambient temperature, propulsion loads, and the manner in which the power and propulsion systems, are operated. This paper details how to perform endurance fuel and annual fuel calculations, provides guidance for modeling system components based on data typically provided in data sheets, and provides guidance on the manner in which the power and propulsion systems are operated. Four examples are provided to illustrate the methods using the Smart Ship System Design modeling and simulation tool along with supporting spreadsheets.
{"title":"Modeling Shipboard Power Systems for Endurance and Annual Fuel Calculations","authors":"Norbert Doerry, Mark A. Parsons","doi":"10.5957/jspd.07230016","DOIUrl":"https://doi.org/10.5957/jspd.07230016","url":null,"abstract":"Endurance fuel calculations are used to determine the required volume of fuel tanks; annual fuel calculations are used to estimate the fuel consumed during a year of ship operations, primarily to estimate the projected cost of fuel as part of the life cycle cost estimate. These calculations depend on the fuel rates (kg/h) for different electrical and propulsion system configurations. The fuel rates in turn depend on factors, such as equipment efficiency, prime mover-specific fuel consumption curves, electrical loads, ambient temperature, propulsion loads, and the manner in which the power and propulsion systems, are operated. This paper details how to perform endurance fuel and annual fuel calculations, provides guidance for modeling system components based on data typically provided in data sheets, and provides guidance on the manner in which the power and propulsion systems are operated. Four examples are provided to illustrate the methods using the Smart Ship System Design modeling and simulation tool along with supporting spreadsheets.","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":"31 1","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-11-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139228843","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Tufail Shahzad, Peng Wang, Peter van Lith, Jacques Hoffmans
_ This paper delves into the technical aspects and viability of integrating artificial intelligence (AI) and knowledge-based engineering (KBE) tools in practical design. The goal is to digitally embed the hands-on expertise and technical boundaries set by seasoned professionals during intricate engineering and preparatory phases. We showcase how AI/KBE tools might emulate human cognitive processes to make well-informed choices. The article also probes the prospective economic and modernization repercussions of this innovation. Our findings suggest that such an integration is feasible and can amplify the decision-making efficacy and advance the sophistication of CAD/CAM systems in the shipbuilding realm. Furthermore, this investigation underscores the promising future of AI/KBE tools in ship design and advocates for continued exploration and innovation in this sector to fully harness its advantages. Introduction Shipbuilding has long been intertwined with CAD/CAM technologies. As technology evolves, so does the landscape of ship design and manufacturing (Ross, 1950). Traditionally, ship design leaned heavily on seasoned engineers and designers, whose insights were cultivated over years of experience. However, with the rising demand for ships and an aging workforce, there’s a pressing need for enhanced design methodologies. Enter the era of artificial intelligence (AI) and knowledge-based engineering (KBE), which promise to revolutionize ship design by integrating practical knowledge and technical constraints. In today’s shipbuilding scenario, younger engineers often handle detailed engineering stages, a shift from when experienced professionals dominated the shop floor (Moyst and Das, 2005). Our research aims to assess the feasibility of AI KBE systems in enhancing the ship design process during these stages, by virtualizing the knowledge of experienced workers.
{"title":"Utilizing Artificial Intelligence and Knowledge-Based Engineering Techniques in Shipbuilding: Practical Insights and Viability","authors":"Tufail Shahzad, Peng Wang, Peter van Lith, Jacques Hoffmans","doi":"10.5957/jspd.03230002","DOIUrl":"https://doi.org/10.5957/jspd.03230002","url":null,"abstract":"_ This paper delves into the technical aspects and viability of integrating artificial intelligence (AI) and knowledge-based engineering (KBE) tools in practical design. The goal is to digitally embed the hands-on expertise and technical boundaries set by seasoned professionals during intricate engineering and preparatory phases. We showcase how AI/KBE tools might emulate human cognitive processes to make well-informed choices. The article also probes the prospective economic and modernization repercussions of this innovation. Our findings suggest that such an integration is feasible and can amplify the decision-making efficacy and advance the sophistication of CAD/CAM systems in the shipbuilding realm. Furthermore, this investigation underscores the promising future of AI/KBE tools in ship design and advocates for continued exploration and innovation in this sector to fully harness its advantages. Introduction Shipbuilding has long been intertwined with CAD/CAM technologies. As technology evolves, so does the landscape of ship design and manufacturing (Ross, 1950). Traditionally, ship design leaned heavily on seasoned engineers and designers, whose insights were cultivated over years of experience. However, with the rising demand for ships and an aging workforce, there’s a pressing need for enhanced design methodologies. Enter the era of artificial intelligence (AI) and knowledge-based engineering (KBE), which promise to revolutionize ship design by integrating practical knowledge and technical constraints. In today’s shipbuilding scenario, younger engineers often handle detailed engineering stages, a shift from when experienced professionals dominated the shop floor (Moyst and Das, 2005). Our research aims to assess the feasibility of AI KBE systems in enhancing the ship design process during these stages, by virtualizing the knowledge of experienced workers.","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":"44 8","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135819117","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
_ The lightweight fabrication of thin-walled cabin sections is popular for advanced ships, and the dimensional tolerance generated by welding buckling significantly influences the fabrication accuracy and schedule with poststraightening. A typical thin section employed in the superstructure of a high-tech passenger ship is considered the research object. Conventional fabrication procedures and welding conditions were examined beforehand with combined thermal elastic-plastic and elastic FE computations based on the theory of welding inherent deformation, while welding buckling was represented with identical behavior compared with fabrication observation. Actually, there are usually two methods to prevent welding buckling with advanced fabrication. Stiffeners with optimized geometrical features and excellent elasticity moduli were assembled to enhance the rigidity of the ship thin section, and less welding inherent deformation with advanced welding methods can be employed to reduce mechanical loading. Computational results show that either less in-plane welding inherent strain or higher structural rigidity can reduce the magnitude of welding-induced buckling, and avoid the generation of welding-induced buckling during the lightweight fabrication. Introduction Recently, lightweight construction with thin-plate designs has become the highlight of advanced vehicles, such as ships, trains, and airplanes, particularly high-tech passenger vessels. Thin plate sections, as well as thin-walled structures with sufficient strength, exhibit excellent performance in enhancing the carrying capacity and protecting the environment with less fuel consumption. However, with the reduction in plate thickness for achieving lightweight design, welding-induced buckling can be generated owing to the lower stiffness as the most complex type of out-of-plane welding distortion (Wang et al. 2015, 2018). Buckling deformation will not only decrease fabrication accuracy and integrity but also increase cost and schedule; moreover, it influences mechanical performance, such as hydrodynamics. Unfortunately, it is hard to remove welding buckling after cooling to room temperature with flame heating or mechanical correction owing to its unstable features. Thus, it is preferable to reduce buckling distortion during the welding process by considering the practical design beforehand. Procedural parameters such as welding condition, heat efficiency, plate thickness, distribution of heat source, and stiffener spacing should be discussed because they influence the welding driving force and structural rigidity.
_在先进船舶中，薄壁舱段的轻量化制造是一种流行趋势，焊接屈曲产生的尺寸公差对后矫直的制造精度和进度有很大影响。本文以某高科技客船上部结构的典型薄截面为研究对象。基于焊接固有变形理论，采用热弹塑性和弹性有限元相结合的方法，对传统的制造工艺和焊接条件进行了预先检验，并将焊接屈曲行为与制造观察结果进行了比较。实际上，通常有两种方法来防止先进制造的焊接屈曲。装配几何特征优化、弹性模量优良的加强筋，提高船舶薄壁刚度，采用先进的焊接方法减小焊接固有变形，减小机械载荷。计算结果表明，减小焊接面内固有应变或提高结构刚度均可减小焊接屈曲的幅度，避免轻量化制造过程中焊接屈曲的产生。近年来，采用薄板设计的轻量化结构已成为船舶、火车、飞机等先进交通工具，特别是高科技客船的一大亮点。薄板截面和薄壁结构具有足够的强度，在提高承载能力和保护环境方面表现出优异的性能，同时也降低了燃料消耗。然而，随着为实现轻量化设计而减少板厚，由于刚度降低，焊接引起的屈曲可能成为最复杂的面外焊接变形类型(Wang et al. 2015, 2018)。屈曲变形不仅会降低制造精度和完整性，还会增加成本和工期;此外，它还影响力学性能，如流体力学。然而，由于其不稳定的特点，焊接屈曲在冷却至室温后，用火焰加热或机械校正很难消除。因此，提前考虑实际设计，减少焊接过程中的屈曲变形是可取的。焊接条件、热效率、板厚、热源分布、加强筋间距等工艺参数影响焊接驱动力和结构刚度，应进行讨论。
{"title":"Practice Design of Ship Thin Section Considering Prevention of Welding-Induced Buckling","authors":"Hong Zhou, Bin Yi, Jiangchao Wang, Chaonan Shen","doi":"10.5957/jspd.04220015","DOIUrl":"https://doi.org/10.5957/jspd.04220015","url":null,"abstract":"_ The lightweight fabrication of thin-walled cabin sections is popular for advanced ships, and the dimensional tolerance generated by welding buckling significantly influences the fabrication accuracy and schedule with poststraightening. A typical thin section employed in the superstructure of a high-tech passenger ship is considered the research object. Conventional fabrication procedures and welding conditions were examined beforehand with combined thermal elastic-plastic and elastic FE computations based on the theory of welding inherent deformation, while welding buckling was represented with identical behavior compared with fabrication observation. Actually, there are usually two methods to prevent welding buckling with advanced fabrication. Stiffeners with optimized geometrical features and excellent elasticity moduli were assembled to enhance the rigidity of the ship thin section, and less welding inherent deformation with advanced welding methods can be employed to reduce mechanical loading. Computational results show that either less in-plane welding inherent strain or higher structural rigidity can reduce the magnitude of welding-induced buckling, and avoid the generation of welding-induced buckling during the lightweight fabrication. Introduction Recently, lightweight construction with thin-plate designs has become the highlight of advanced vehicles, such as ships, trains, and airplanes, particularly high-tech passenger vessels. Thin plate sections, as well as thin-walled structures with sufficient strength, exhibit excellent performance in enhancing the carrying capacity and protecting the environment with less fuel consumption. However, with the reduction in plate thickness for achieving lightweight design, welding-induced buckling can be generated owing to the lower stiffness as the most complex type of out-of-plane welding distortion (Wang et al. 2015, 2018). Buckling deformation will not only decrease fabrication accuracy and integrity but also increase cost and schedule; moreover, it influences mechanical performance, such as hydrodynamics. Unfortunately, it is hard to remove welding buckling after cooling to room temperature with flame heating or mechanical correction owing to its unstable features. Thus, it is preferable to reduce buckling distortion during the welding process by considering the practical design beforehand. Procedural parameters such as welding condition, heat efficiency, plate thickness, distribution of heat source, and stiffener spacing should be discussed because they influence the welding driving force and structural rigidity.","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135590387","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A study was conducted on the influence of current, spacing, current mode, and arc length on the formation of adjacent weld overlays in the 316L stainless steel block melting process using an extremely inert gas-shielded arc additive manufacturing method. The main defect observed during the formation of adjacent weld overlays was the incomplete fusion at the bottom. When using direct current, low current and short arc length could ensure the flatness of the overlay surface, and the fusion at the bottom of the adjacent weld overlays was improved, but the problem of incomplete fusion remained unresolved. When using pulse current, low current, short arc length, and continuous welding method could solve the problem of bottom fusion of adjacent weld overlays. Due to the thermal influence during the accumulation of adjacent weld overlays, the microstructure inside the weld overlay was uneven, and the crystallographic texture in the entire weld overlay was not formed. With a pulse current of 80 A, adjacent weld overlay spacing of 4.5 mm, travel speed of 200 mm/min, dry elongation of 10 mm, and arc length of 2 mm, the tensile strengths of the block in the X, Y, and Z directions were 568.5, 570.3, and 550.7 MPa, respectively, and the fracture elongations were 46%, 48%, and 43.3%, respectively. The strength and plasticity in the Z-direction were lower than those in the X and Y directions. The 316L stainless steel had excellent mechanical properties, corrosion resistance, and low-temperature performance (Tan et al. 2019; Larimian et al. 2022). It was commonly used in the manufacturing of marine equipment, such as offshore oil platforms or large ships, and had a wide range of applications in industries, such as automotive and aerospace (Zhang et al. 2021b; Zhao et al. 2021a, 2022b). Compared with laser additive manufacturing, arc additive manufacturing had the advantages of low cost and high efficiency, although its forming accuracy was low (Casati et al. 2016; Zhang et al. 2021a; Zhao et al. 2022a). It was suitable for the customized manufacturing and maintenance of large structures.
采用极惰性气体保护电弧增材制造方法，研究了316L不锈钢块材熔炼过程中电流、间距、电流方式和弧长对相邻焊缝覆盖层形成的影响。在相邻焊层形成过程中观察到的主要缺陷是底部未完全熔化。采用直流焊时，电流小、弧长短，可以保证焊层表面的平整度，改善相邻焊层底部的熔接，但熔接不完全的问题没有得到解决。采用脉冲电流时，小电流、短弧长、连续焊接的方法可以解决相邻焊层底部熔接的问题。由于相邻焊缝堆焊过程中受热影响，堆焊层内部组织不均匀，未形成整个堆焊层的结晶织构。当脉冲电流为80 a，相邻焊缝覆盖间距为4.5 mm，行程速度为200 mm/min，干伸长率为10 mm，弧长为2 mm时，焊块在X、Y和Z方向的抗拉强度分别为568.5、570.3和550.7 MPa，断口伸长率分别为46%、48%和43.3%。z方向的强度和塑性均低于X和Y方向。316L不锈钢具有优异的机械性能、耐腐蚀性和低温性能(Tan et al. 2019;Larimian et al. 2022)。它通常用于制造海洋设备，如海上石油平台或大型船舶，并在汽车和航空航天等工业中具有广泛的应用(Zhang et al. 2021b;赵等。2021a, 2022b)。与激光增材制造相比，电弧增材制造虽然成形精度较低，但具有成本低、效率高的优点(Casati et al. 2016;张等。2021a;Zhao et al. 2022a)。适用于大型结构的定制制造和维修。
{"title":"Optimization of Process Parameters and Mechanical Properties of 316L Stainless Steel Block via Arc Additive Manufacturing","authors":"Dong-sheng Zhao, DaiFa Long, Yujun Liu","doi":"10.5957/jspd.04230004","DOIUrl":"https://doi.org/10.5957/jspd.04230004","url":null,"abstract":"\u0000 \u0000 A study was conducted on the influence of current, spacing, current mode, and arc length on the formation of adjacent weld overlays in the 316L stainless steel block melting process using an extremely inert gas-shielded arc additive manufacturing method. The main defect observed during the formation of adjacent weld overlays was the incomplete fusion at the bottom. When using direct current, low current and short arc length could ensure the flatness of the overlay surface, and the fusion at the bottom of the adjacent weld overlays was improved, but the problem of incomplete fusion remained unresolved. When using pulse current, low current, short arc length, and continuous welding method could solve the problem of bottom fusion of adjacent weld overlays. Due to the thermal influence during the accumulation of adjacent weld overlays, the microstructure inside the weld overlay was uneven, and the crystallographic texture in the entire weld overlay was not formed. With a pulse current of 80 A, adjacent weld overlay spacing of 4.5 mm, travel speed of 200 mm/min, dry elongation of 10 mm, and arc length of 2 mm, the tensile strengths of the block in the X, Y, and Z directions were 568.5, 570.3, and 550.7 MPa, respectively, and the fracture elongations were 46%, 48%, and 43.3%, respectively. The strength and plasticity in the Z-direction were lower than those in the X and Y directions.\u0000 \u0000 \u0000 \u0000 The 316L stainless steel had excellent mechanical properties, corrosion resistance, and low-temperature performance (Tan et al. 2019; Larimian et al. 2022). It was commonly used in the manufacturing of marine equipment, such as offshore oil platforms or large ships, and had a wide range of applications in industries, such as automotive and aerospace (Zhang et al. 2021b; Zhao et al. 2021a, 2022b). Compared with laser additive manufacturing, arc additive manufacturing had the advantages of low cost and high efficiency, although its forming accuracy was low (Casati et al. 2016; Zhang et al. 2021a; Zhao et al. 2022a). It was suitable for the customized manufacturing and maintenance of large structures.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41838235","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
J. Garofalo, Raj Shah, Gavin Thomas, Khosro A. Shirvani, Max Marian, A. Rosenkranz
Additive manufacturing (AM) has seen slow growth thus far in the maritime industry. Like other industries, maritime companies and institutions have started using AM for prototyping and product development needs but is now beginning to expand into production of end use parts and production tooling. The slow adoption can mainly be attributed to a previous lack of education in additive technology and strategies, current lack of reliability testing of additive machines in a marine environment, and the need for classification and certification of parts and machines before shipowners and crews will likely adopt for widespread use. This article provides a perspective of recent AM activities within the industry and discusses the need for research in key areas before widespread utilization can occur. Current use includes a recent push in maritime education, surveys of maritime workers and stakeholders, and fabrication of replacement parts, propellers, and boat hulls. Prospective key areas with the need for further research include 1) use-cases for replacement parts on ship, 2) economic feasibility of putting 3D printers on board, 3) standards, certification, and quality assurance, and 4) reliability and repeatability in a marine environment. Additive manufacturing (AM) is the American Society for Testing and Materials (ASTM) standard term for the application of 3D-printing technology with immense prospects for various industries. With this technology, functional components can be created by adding layer-on-layer of materials at a time in contrast to traditional “subtracting” processes that often carve out components from blocks of material (ASTM International 2022). AM has helped the success of various industries, including aerospace, medical, and automotive, by facilitating the process for prototyping conceptual models in an economic and low-volume production that would be very difficult to conduct in conventional manufacturing (Ziółkowski & Dyl 2020).
{"title":"Additive Manufacturing in the Maritime Industry: A Perspective on Current Trends and Future Needs","authors":"J. Garofalo, Raj Shah, Gavin Thomas, Khosro A. Shirvani, Max Marian, A. Rosenkranz","doi":"10.5957/jspd.05230005","DOIUrl":"https://doi.org/10.5957/jspd.05230005","url":null,"abstract":"\u0000 \u0000 Additive manufacturing (AM) has seen slow growth thus far in the maritime industry. Like other industries, maritime companies and institutions have started using AM for prototyping and product development needs but is now beginning to expand into production of end use parts and production tooling. The slow adoption can mainly be attributed to a previous lack of education in additive technology and strategies, current lack of reliability testing of additive machines in a marine environment, and the need for classification and certification of parts and machines before shipowners and crews will likely adopt for widespread use. This article provides a perspective of recent AM activities within the industry and discusses the need for research in key areas before widespread utilization can occur. Current use includes a recent push in maritime education, surveys of maritime workers and stakeholders, and fabrication of replacement parts, propellers, and boat hulls. Prospective key areas with the need for further research include 1) use-cases for replacement parts on ship, 2) economic feasibility of putting 3D printers on board, 3) standards, certification, and quality assurance, and 4) reliability and repeatability in a marine environment.\u0000 \u0000 \u0000 \u0000 Additive manufacturing (AM) is the American Society for Testing and Materials (ASTM) standard term for the application of 3D-printing technology with immense prospects for various industries. With this technology, functional components can be created by adding layer-on-layer of materials at a time in contrast to traditional “subtracting” processes that often carve out components from blocks of material (ASTM International 2022). AM has helped the success of various industries, including aerospace, medical, and automotive, by facilitating the process for prototyping conceptual models in an economic and low-volume production that would be very difficult to conduct in conventional manufacturing (Ziółkowski & Dyl 2020).\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-08-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47014868","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The average age of the global merchant fleet has been declining with the increasing number of new ship constructions and dismantled ships. Although a noteworthy part of ship dismantling and recycling (SDR) facilities have been performed in Asian countries, such as India, Pakistan, and Bangladesh, SDR facilities have also been increasing in Türkiye. SDR facilities provide substantial economic income and employment opportunities. However, SDR facilities should have been performed in a certain systematic framework by taking necessary precautions since toxic substances from dismantled ships affect the environment and employees’ health. That’s why maritime authorities make an effort to sustain the SDR facilities in the best way in the sense of safety, health, and environment through the European Union (EU) Ship Recycling Regulation (SRR), Basel Convention, and Hong Kong Convention (HKC). In this paper, the global SDR facilities have been evaluated in terms of ship types and their gross tonnages (GTs) over the past 5 years among the leading countries. The number, type, economic life span, steel weight, and light displacement tonnage (LDT) of dismantled ships have been analyzed in Türkiye, especially throughout the COVID-19 pandemic process. To determine the most effective year in terms of SDR, the weighted aggregated sum product assessment (WASPAS) method has been utilized based on scrap steel price, LDT, economic life span, number of dismantled ships, and steel structure weight coefficient of the ship by maritime experts. The year 2017 has been highlighted as the most effective year with a .909 rank value in the last 5 years. In addition to analysis results, the largest amount of scrap steel has been acquired from dry cargo ships, which is the most dismantled ship type under data getting from the SDR facilities in Türkiye. Temporary bans on cruises due to the COVID-19 pandemic have caused more than triple increments in the number of passenger ships (PS) dismantling. This paper will be a quite notable resource for experts, academics, and industry stakeholders in order to explore and compare the SDR process.
{"title":"Analysis of COVID-19 Pandemic Effect on Ship Dismantling and Recycling Industry: An Assessment on Türkiye","authors":"M. Bayraktar, Murat Pamik","doi":"10.5957/jspd.11220027","DOIUrl":"https://doi.org/10.5957/jspd.11220027","url":null,"abstract":"The average age of the global merchant fleet has been declining with the increasing number of new ship constructions and dismantled ships. Although a noteworthy part of ship dismantling and recycling (SDR) facilities have been performed in Asian countries, such as India, Pakistan, and Bangladesh, SDR facilities have also been increasing in Türkiye. SDR facilities provide substantial economic income and employment opportunities. However, SDR facilities should have been performed in a certain systematic framework by taking necessary precautions since toxic substances from dismantled ships affect the environment and employees’ health. That’s why maritime authorities make an effort to sustain the SDR facilities in the best way in the sense of safety, health, and environment through the European Union (EU) Ship Recycling Regulation (SRR), Basel Convention, and Hong Kong Convention (HKC). In this paper, the global SDR facilities have been evaluated in terms of ship types and their gross tonnages (GTs) over the past 5 years among the leading countries. The number, type, economic life span, steel weight, and light displacement tonnage (LDT) of dismantled ships have been analyzed in Türkiye, especially throughout the COVID-19 pandemic process. To determine the most effective year in terms of SDR, the weighted aggregated sum product assessment (WASPAS) method has been utilized based on scrap steel price, LDT, economic life span, number of dismantled ships, and steel structure weight coefficient of the ship by maritime experts. The year 2017 has been highlighted as the most effective year with a .909 rank value in the last 5 years. In addition to analysis results, the largest amount of scrap steel has been acquired from dry cargo ships, which is the most dismantled ship type under data getting from the SDR facilities in Türkiye. Temporary bans on cruises due to the COVID-19 pandemic have caused more than triple increments in the number of passenger ships (PS) dismantling. This paper will be a quite notable resource for experts, academics, and industry stakeholders in order to explore and compare the SDR process.","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-08-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44021128","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In shipbuilding, the design and construction processes often involve repetitive tasks and the need for consistent structural elements across various vessels. This research paper presents the implementation of Template Oriented Modeling (TOM), an in-house developed CAD feature that offers an innovative solution to address these challenges. TOM introduces automation and efficiency by streamlining the ship design and construction processes. By utilizing predefined templates and dynamic parameters, TOM significantly reduces the need for manual repetition, resulting in time savings and increased productivity. This paper focuses on the issue of repetitive manual work in shipbuilding and highlights TOM as a transformative approach to overcome this challenge. The motivations, benefits, and innovations associated with TOM are thoroughly examined, emphasizing its potential to revolutionize the shipbuilding industry. We presented a fully functional example demonstrating the effectiveness of TOM in achieving streamlined workflows and improved design consistency. The design process in shipbuilding is a complex endeavor involving integrating various disciplines and considerations to create a functional, safe, and efficient vessel (Shahzad et al. 2023b). The need to balance these factors while meeting regulatory standards poses a significant challenge to ship designers (Fig. 1). Traditional design methods, relying on manual drafting or basic computer-aided design (CAD) tools, often struggle to handle the complexity of ship design, leading to time-consuming iterations, errors, and inconsistencies. However, traditional design methods and tools often fail to address the inherent complexities and challenges of ship design, leading to significant design problems that can adversely affect the overall construction process.
{"title":"Reimagining Ship Construction through AI KBE Concept: Implementation of Template Oriented Modeling in Detail and Production Ship Design","authors":"Tufail Shahzad, Peng Wang, Jacques Hoffmans","doi":"10.5957/jspd.05230008","DOIUrl":"https://doi.org/10.5957/jspd.05230008","url":null,"abstract":"\u0000 \u0000 In shipbuilding, the design and construction processes often involve repetitive tasks and the need for consistent structural elements across various vessels. This research paper presents the implementation of Template Oriented Modeling (TOM), an in-house developed CAD feature that offers an innovative solution to address these challenges. TOM introduces automation and efficiency by streamlining the ship design and construction processes. By utilizing predefined templates and dynamic parameters, TOM significantly reduces the need for manual repetition, resulting in time savings and increased productivity. This paper focuses on the issue of repetitive manual work in shipbuilding and highlights TOM as a transformative approach to overcome this challenge. The motivations, benefits, and innovations associated with TOM are thoroughly examined, emphasizing its potential to revolutionize the shipbuilding industry. We presented a fully functional example demonstrating the effectiveness of TOM in achieving streamlined workflows and improved design consistency.\u0000 \u0000 \u0000 \u0000 The design process in shipbuilding is a complex endeavor involving integrating various disciplines and considerations to create a functional, safe, and efficient vessel (Shahzad et al. 2023b). The need to balance these factors while meeting regulatory standards poses a significant challenge to ship designers (Fig. 1). Traditional design methods, relying on manual drafting or basic computer-aided design (CAD) tools, often struggle to handle the complexity of ship design, leading to time-consuming iterations, errors, and inconsistencies. However, traditional design methods and tools often fail to address the inherent complexities and challenges of ship design, leading to significant design problems that can adversely affect the overall construction process.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-07-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44282708","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Within the evolving maritime industry, we are faced with this fundamental question: “What modifications of design practices are required to support the development of Unmanned Surface Vessels?” The trivial answer is to remove the people, but mariners and personnel afloat have been a stalwart for the operations of prior maritime vessels. So, we now begin to assess the impact of their removal/reassignment as an industry. Not only a technical challenge exists, the regulatory and statutory challenge is also worthy of noting. It is the goal of this paper to look at the potential implications and modifications required to effectively design unmanned surface vessels. Four major subelements will be required to field a successful system. These subelements are Design, Classification, Testing, and Certification. Classification, Testing, and Certification will be the focus of a future discourse. The Design subelement will be assessed across a set of categories that aligns with the U.S. Navy Ship Work Breakdown Structure. The required assessments need to be given a time horizon for contextual purposes. In support of this assertion, the targeted objective is a vessel certified for unmanned, unescorted, over the horizon, blue water operations by 2025. Humans have been designing and deploying ocean-going vessels for thousands of years, potentially since the dawn of human history based on findings on Flores Island, Indonesia; San Miguel Island, CA; and the Pesse Canoe (Rose 1998; Pringle 2008; Drents Museum 2016). During this time, the maritime industry has weathered multiple paradigm shifts in major subsystems, such as the transition from sails to steam to internal combustion engines to electric drives, none of these are as potentially disruptive as the current shift underway to unmanned vessel operations. This transition is across the maritime domain, it applies to commercial and naval applications. “The Navy wants to acquire these large unmanned vehicles (UVs) as part of an effort to shift the Navy to a more distributed fleet architecture . . .” (O’Rourke 2022). These new assets will augment and not replace traditional vessels. “We will add to our current fleet a host of manned, unmanned and optionally manned platforms operating under, on, and above the seas” (Gilday 2022).
{"title":"Design Considerations for Unmanned Surface Vessels in Naval Service","authors":"Jason D. Strickland","doi":"10.5957/jspd.10220025","DOIUrl":"https://doi.org/10.5957/jspd.10220025","url":null,"abstract":"\u0000 \u0000 Within the evolving maritime industry, we are faced with this fundamental question: “What modifications of design practices are required to support the development of Unmanned Surface Vessels?” The trivial answer is to remove the people, but mariners and personnel afloat have been a stalwart for the operations of prior maritime vessels. So, we now begin to assess the impact of their removal/reassignment as an industry. Not only a technical challenge exists, the regulatory and statutory challenge is also worthy of noting. It is the goal of this paper to look at the potential implications and modifications required to effectively design unmanned surface vessels. Four major subelements will be required to field a successful system. These subelements are Design, Classification, Testing, and Certification. Classification, Testing, and Certification will be the focus of a future discourse. The Design subelement will be assessed across a set of categories that aligns with the U.S. Navy Ship Work Breakdown Structure. The required assessments need to be given a time horizon for contextual purposes. In support of this assertion, the targeted objective is a vessel certified for unmanned, unescorted, over the horizon, blue water operations by 2025.\u0000 \u0000 \u0000 \u0000 Humans have been designing and deploying ocean-going vessels for thousands of years, potentially since the dawn of human history based on findings on Flores Island, Indonesia; San Miguel Island, CA; and the Pesse Canoe (Rose 1998; Pringle 2008; Drents Museum 2016). During this time, the maritime industry has weathered multiple paradigm shifts in major subsystems, such as the transition from sails to steam to internal combustion engines to electric drives, none of these are as potentially disruptive as the current shift underway to unmanned vessel operations. This transition is across the maritime domain, it applies to commercial and naval applications. “The Navy wants to acquire these large unmanned vehicles (UVs) as part of an effort to shift the Navy to a more distributed fleet architecture . . .” (O’Rourke 2022). These new assets will augment and not replace traditional vessels. “We will add to our current fleet a host of manned, unmanned and optionally manned platforms operating under, on, and above the seas” (Gilday 2022).\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-07-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44675657","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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