Hull flat block (HFB) construction is a typical discrete manufacturing process, during which block deviation is accumulated. To satisfy the dimensional requirements of shipowners, the variation propagation during HFB construction must be modeled and analyzed. Based on the stream of variation theory, the construction process is analyzed to provide a reference for controlling the deviation. In the hull construction process, the deviation is categorized into part deviation, location deviation, and welding deviation. By analyzing the causes of the different deviations, the different deviations and their accumulations can be calculated. A HFB is used to verify the proposed model, and the results show that the method can be used to calculate the deviation to the HFB. As a typical large-scale complex equipment, the hull construction process is extremely time-consuming and laborious. The final hull is composed of intermediate products, such as subassemblies, unit assemblies, and grand-assemblies (Cho et al. 1999). Since the group technology was applied in hull construction, a series of production lines has been established based on the process similarity of parts, components, blocks, and grand blocks. The actual dimension of parts would inevitably deviate from the theoretical dimension (Mandal 2017), i.e., dimensional and shape deviations will occur owing to many factors (Okumoto 2002). In the hull construction process, the deviation from the previous process will be propagated to the current process and coupled with the deviation in the current process, thereby affecting the accuracy of the product. Hence, the product must be repaired to satisfy the design requirements (Takechi et al. 1998). This will prolong the production cycle and reduce the production efficiency (Heo et al. 2015). It was discovered that the man-hours of the main operations during hull assembly constituted only one-sixth of the total assembly manhours, whereas the man-hours used for adjustment constituted one-third (Chen et al. 2020). Currently, shipyards need to eliminate the adjustment operation to avoid unnecessary rework, as well as reduce human and material resources in subsequent processes. Tanigawa (2003) estimated that an ideal ship construction accuracy control plan can reduce the production cost by 5%. Therefore, the accuracy of the hull construction process must be controlled and improved in shipyards, and a reasonable accuracy control plan should be devised to improve the product quality.
{"title":"Variation Propagation Analysis of Hull Flat Block Construction Process Based on State Space Model","authors":"Liang Chen, Naikun Wei, Yu Zheng, Juntong Xi","doi":"10.5957/jspd.06220019","DOIUrl":"https://doi.org/10.5957/jspd.06220019","url":null,"abstract":"\u0000 \u0000 Hull flat block (HFB) construction is a typical discrete manufacturing process, during which block deviation is accumulated. To satisfy the dimensional requirements of shipowners, the variation propagation during HFB construction must be modeled and analyzed. Based on the stream of variation theory, the construction process is analyzed to provide a reference for controlling the deviation. In the hull construction process, the deviation is categorized into part deviation, location deviation, and welding deviation. By analyzing the causes of the different deviations, the different deviations and their accumulations can be calculated. A HFB is used to verify the proposed model, and the results show that the method can be used to calculate the deviation to the HFB.\u0000 \u0000 \u0000 \u0000 As a typical large-scale complex equipment, the hull construction process is extremely time-consuming and laborious. The final hull is composed of intermediate products, such as subassemblies, unit assemblies, and grand-assemblies (Cho et al. 1999). Since the group technology was applied in hull construction, a series of production lines has been established based on the process similarity of parts, components, blocks, and grand blocks. The actual dimension of parts would inevitably deviate from the theoretical dimension (Mandal 2017), i.e., dimensional and shape deviations will occur owing to many factors (Okumoto 2002). In the hull construction process, the deviation from the previous process will be propagated to the current process and coupled with the deviation in the current process, thereby affecting the accuracy of the product. Hence, the product must be repaired to satisfy the design requirements (Takechi et al. 1998). This will prolong the production cycle and reduce the production efficiency (Heo et al. 2015). It was discovered that the man-hours of the main operations during hull assembly constituted only one-sixth of the total assembly manhours, whereas the man-hours used for adjustment constituted one-third (Chen et al. 2020). Currently, shipyards need to eliminate the adjustment operation to avoid unnecessary rework, as well as reduce human and material resources in subsequent processes. Tanigawa (2003) estimated that an ideal ship construction accuracy control plan can reduce the production cost by 5%. Therefore, the accuracy of the hull construction process must be controlled and improved in shipyards, and a reasonable accuracy control plan should be devised to improve the product quality.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":"1 1","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-07-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41490782","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}
E. Boulougouris, A. Papanikolaou, Mikal Dahle, E. Tolo, Y. Xing-Kaeding, C. Jürgenhake, T. Seidenberg, C. Sachs, Craig Brown, F. Jenset
The paper describes the implementation of state-of-the-art “Industry 4.0” methods and tools, of a holistic ship design optimization and of modular production methods, as well as of advanced battery technologies in the development of an innovative, fully electrical, fast zero-emission catamaran for waterborne urban transport. The design of a fast catamaran passenger ferry prototype (Medstraum), planned for operation as a waterborne shuttle in the Stavanger/Norway area, and of a replicator for operation at the Thames River/London are elaborated, including on land infrastructural issues that are necessary for their operation. The presented research is in the frame of the H2020 funded project “TrAM—Transport: Advanced andModular” (www.tramproject.eu). The international maritime community is amassing momentum in its efforts towards a drastic reduction of greenhouse gas (GHG) emissions. This is expected to be further accelerated after the upcoming COP261 (COP26: UN Climate Change Conference of Parties) in Glasgow in autumn 2021. The maritime industry is examining alternative ways to contribute actively to this endeavor, despite the additional challenges posed by the COVID-19 pandemic.
{"title":"Implementation of Zero Emission Fast Shortsea Shipping and Design of the Stavanger Demonstrator","authors":"E. Boulougouris, A. Papanikolaou, Mikal Dahle, E. Tolo, Y. Xing-Kaeding, C. Jürgenhake, T. Seidenberg, C. Sachs, Craig Brown, F. Jenset","doi":"10.5957/jspd.03220011","DOIUrl":"https://doi.org/10.5957/jspd.03220011","url":null,"abstract":"\u0000 \u0000 The paper describes the implementation of state-of-the-art “Industry 4.0” methods and tools, of a holistic ship design optimization and of modular production methods, as well as of advanced battery technologies in the development of an innovative, fully electrical, fast zero-emission catamaran for waterborne urban transport. The design of a fast catamaran passenger ferry prototype (Medstraum), planned for operation as a waterborne shuttle in the Stavanger/Norway area, and of a replicator for operation at the Thames River/London are elaborated, including on land infrastructural issues that are necessary for their operation. The presented research is in the frame of the H2020 funded project “TrAM—Transport: Advanced andModular” (www.tramproject.eu).\u0000 \u0000 \u0000 \u0000 The international maritime community is amassing momentum in its efforts towards a drastic reduction of greenhouse gas (GHG) emissions. This is expected to be further accelerated after the upcoming COP261 (COP26: UN Climate Change Conference of Parties) in Glasgow in autumn 2021. The maritime industry is examining alternative ways to contribute actively to this endeavor, despite the additional challenges posed by the COVID-19 pandemic.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-07-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42865139","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 present paper proposes using methanol fuel in ships to meet emissions regulations established by the International Maritime Organization. An analysis of the use of twin fuel engines operated by diesel and methanol has been conducted from environmental and cost-effective viewpoints. As a case study, a tanker vessel operated by two fuels was investigated. The environmental results showed decreases in SOx, NOx, PM, CO2, and CO pollutant emissions by 90%, 76.80%, 83.49%, 6.43%, and 55.63%, respectively. A selective catalytic reduction (SCR) measure is installed onboard the vessel to decrease NOx emissions in case diesel fuel is used. Economically, the dual-fuel engine will save on SCR costs. The cost-effectiveness values for using a methanol engine will be $242.3/ton and $764.7/ton for reducing CO2 and NOx emissions, respectively. Finally, the cost-effectiveness for reducing NOx emissions using SCR system is $536.6/ton for the conventional diesel engine. The majority of all cargo delivered worldwide is transported by sea (Zhou et al. 2020; Aarflot et al. 2022). Petroleum and other liquid fuels are the dominant sources for transporting this cargo. According to the International Maritime Organization (IMO), worldwide ships consume 309 million tons of fuel annually. These fuel consumptions result in yearly emissions of 11 million tons of sulfur oxides (SOx), 22 million tons of nitrogen oxides (NOx), 1.71 million tons of particulate matter (PM), 1056 million tons of carbon dioxide (CO2), and 844 million tons of carbon monoxide (CO) (IMO 2020). These emissions contribute to air pollution and climate change, highlighting the need for more sustainable shipping practices.
{"title":"Methanol as a Marine Fuel for Greener Shipping: Case Study Tanker Vessel","authors":"N. R. Ammar","doi":"10.5957/jspd.03220012","DOIUrl":"https://doi.org/10.5957/jspd.03220012","url":null,"abstract":"\u0000 \u0000 The present paper proposes using methanol fuel in ships to meet emissions regulations established by the International Maritime Organization. An analysis of the use of twin fuel engines operated by diesel and methanol has been conducted from environmental and cost-effective viewpoints. As a case study, a tanker vessel operated by two fuels was investigated. The environmental results showed decreases in SOx, NOx, PM, CO2, and CO pollutant emissions by 90%, 76.80%, 83.49%, 6.43%, and 55.63%, respectively. A selective catalytic reduction (SCR) measure is installed onboard the vessel to decrease NOx emissions in case diesel fuel is used. Economically, the dual-fuel engine will save on SCR costs. The cost-effectiveness values for using a methanol engine will be $242.3/ton and $764.7/ton for reducing CO2 and NOx emissions, respectively. Finally, the cost-effectiveness for reducing NOx emissions using SCR system is $536.6/ton for the conventional diesel engine.\u0000 \u0000 \u0000 \u0000 The majority of all cargo delivered worldwide is transported by sea (Zhou et al. 2020; Aarflot et al. 2022). Petroleum and other liquid fuels are the dominant sources for transporting this cargo. According to the International Maritime Organization (IMO), worldwide ships consume 309 million tons of fuel annually. These fuel consumptions result in yearly emissions of 11 million tons of sulfur oxides (SOx), 22 million tons of nitrogen oxides (NOx), 1.71 million tons of particulate matter (PM), 1056 million tons of carbon dioxide (CO2), and 844 million tons of carbon monoxide (CO) (IMO 2020). These emissions contribute to air pollution and climate change, highlighting the need for more sustainable shipping practices.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-06-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43541345","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}
This study aims to assess navigation safety by enhancing maritime management based on balanced scorecard (BSC). Although the International Safety Management Regulations and the Ship Safety Management System have safety related definitions and provide standard safety regulations, but lack effective management processes. This study used path analysis and regression analysis to analyze the safety outcomes relationship among organization safety culture, work condition, and framework condition sectors. In this study, 173 valid sample questionnaires were collected to answer the influence of organizational culture, working environment, service process, and framework conditions on ship navigation safety. The suggestions mentioned expect to establish a maritime management-based BSC that could pave the way for the application of maritime safety around the organization culture. Safety management is an important part of organization management process. The purpose of safety management is to prevent accidents, so organizations need to develop, plan, implement, and track risks related to personal, environmental, or property safety in order to minimize risks. The rapid development of China’s economy has promoted the increase of economic, trade, and ship navigation between Taiwan and Chinese mainland, and the number of ships in Taiwan and other countries has also increased. Maritime transportation plays a significant role in the integrated transportation system, especially in international trade system. Safety is a crucial factor due to the fact that various accidents like ship collisions and groundings often result in great economic loss, fatalities, and the environmental contamination. This information shows that Taiwan plays a key maritime role in Asia and the world. Previously, several frameworks for assessing the effects of organizational aspects on risk or safety have been published within different domains (Embrey 1992; Pate-Cornell & Murphy 1996; Oien 2001; Roelen et al. 2003; Mohaghegh et al. 2009) and in the maritime transportation field (Trucco et al. 2008). However, these have not addressed the navigation safety process management through systematic concepts and empirical study, they only emphasized the reducing risk on the maritime safety.
{"title":"Construct Maritime Safety Culture to Reduce Risk Occurrence Through Implement of Balanced Scorecard","authors":"WenFu. Lin, Hwey-Yun Yau","doi":"10.5957/jspd.12210033","DOIUrl":"https://doi.org/10.5957/jspd.12210033","url":null,"abstract":"\u0000 \u0000 This study aims to assess navigation safety by enhancing maritime management based on balanced scorecard (BSC). Although the International Safety Management Regulations and the Ship Safety Management System have safety related definitions and provide standard safety regulations, but lack effective management processes. This study used path analysis and regression analysis to analyze the safety outcomes relationship among organization safety culture, work condition, and framework condition sectors. In this study, 173 valid sample questionnaires were collected to answer the influence of organizational culture, working environment, service process, and framework conditions on ship navigation safety. The suggestions mentioned expect to establish a maritime management-based BSC that could pave the way for the application of maritime safety around the organization culture.\u0000 \u0000 \u0000 \u0000 Safety management is an important part of organization management process. The purpose of safety management is to prevent accidents, so organizations need to develop, plan, implement, and track risks related to personal, environmental, or property safety in order to minimize risks. The rapid development of China’s economy has promoted the increase of economic, trade, and ship navigation between Taiwan and Chinese mainland, and the number of ships in Taiwan and other countries has also increased. Maritime transportation plays a significant role in the integrated transportation system, especially in international trade system. Safety is a crucial factor due to the fact that various accidents like ship collisions and groundings often result in great economic loss, fatalities, and the environmental contamination. This information shows that Taiwan plays a key maritime role in Asia and the world. Previously, several frameworks for assessing the effects of organizational aspects on risk or safety have been published within different domains (Embrey 1992; Pate-Cornell & Murphy 1996; Oien 2001; Roelen et al. 2003; Mohaghegh et al. 2009) and in the maritime transportation field (Trucco et al. 2008). However, these have not addressed the navigation safety process management through systematic concepts and empirical study, they only emphasized the reducing risk on the maritime safety.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-06-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46311086","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}
During the conceptual and preliminary ship design stages, designers must ensure that the selected principal dimensions and parameters are good enough to deliver a stable ship (statically and dynamically), besides deadweight and speed. To support this, the initial intact stability of the proposed ship must be calculated, and for that, the lightship weight and its detailed breakdown are necessary to be known. After hull (steel) weight, machinery weight, mainly marine diesel propulsion and power generation machinery, plays a vital role in the lightship weight estimate of a ship directly. It also affects the deadweight, displacement, draft, and trim, which finally influence stability. The correct estimation of respective weights improves calculating a ship’s initial stability, typically designed and built. Hence, it would be advantageous for the ship designer to convince the shipowner. Weight control is not easy, especially since its consequences in terms of deadweight and stability could be disastrous. It should start right at the beginning and control throughout the design and construction phases. Marine diesel main engines (MEs) and auxiliary engines (AEs) of various power output (generators output for AEs), engine speed, and cylinder number of different engine manufacturers are collected. These are analyzed and presented in tabular and graphical forms to demonstrate the possible relationship between propulsion engine weight and power generation engine weight, and their respective power, speed, and power–speed ratio. In this article, the authors have attempted to investigate the appraisal behavior of ME weight and AE weight regarding engine power, generator power, engine speed, and power–speed ratio (independent variables). Further attempts have been made to identify those independent variables that influence the weight of the propulsion engine and power generation engine (dependent variables) and their interrelationships. A mathematical model has thus been developed and proposed, as a guiding tool, for the designer to estimate the weight of main and AEs more accurately during the conceptual and preliminary design stages.
{"title":"Weight Assessment of Marine Diesel Main and Auxiliary Engines","authors":"A. Dev, Makaraksha Saha","doi":"10.5957/jspd.04220014","DOIUrl":"https://doi.org/10.5957/jspd.04220014","url":null,"abstract":"\u0000 \u0000 During the conceptual and preliminary ship design stages, designers must ensure that the selected principal dimensions and parameters are good enough to deliver a stable ship (statically and dynamically), besides deadweight and speed. To support this, the initial intact stability of the proposed ship must be calculated, and for that, the lightship weight and its detailed breakdown are necessary to be known. After hull (steel) weight, machinery weight, mainly marine diesel propulsion and power generation machinery, plays a vital role in the lightship weight estimate of a ship directly. It also affects the deadweight, displacement, draft, and trim, which finally influence stability. The correct estimation of respective weights improves calculating a ship’s initial stability, typically designed and built. Hence, it would be advantageous for the ship designer to convince the shipowner. Weight control is not easy, especially since its consequences in terms of deadweight and stability could be disastrous. It should start right at the beginning and control throughout the design and construction phases. Marine diesel main engines (MEs) and auxiliary engines (AEs) of various power output (generators output for AEs), engine speed, and cylinder number of different engine manufacturers are collected. These are analyzed and presented in tabular and graphical forms to demonstrate the possible relationship between propulsion engine weight and power generation engine weight, and their respective power, speed, and power–speed ratio. In this article, the authors have attempted to investigate the appraisal behavior of ME weight and AE weight regarding engine power, generator power, engine speed, and power–speed ratio (independent variables). Further attempts have been made to identify those independent variables that influence the weight of the propulsion engine and power generation engine (dependent variables) and their interrelationships. A mathematical model has thus been developed and proposed, as a guiding tool, for the designer to estimate the weight of main and AEs more accurately during the conceptual and preliminary design stages.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-06-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44440354","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}
Ultimate strength of thin steel plates was studied under shear loading when pitting corrosion and cracking occur simultaneously. Nonlinear finite element method was used and the effects of different geometrical parameters, such as crack position, crack length, pit depth, pit diameter, number of the pits, and the inclination angle of the crack, were investigated. It was found that the degree of the pitting (DOP) significantly reduces the ultimate shear strength of the pitted plates when the corrosion is low. For high amount of corrosion, the reduction of the ultimate shear strength remains the same regardless of the amount of the DOP. In plates with short cracks, the crack length has no influence on the reduction of the ultimate shear strength. Also, it was found that the position of the crack is more effective than the length of the crack on the reduction of the ultimate shear strength of the cracked plates. In the cracked-pitted plates, there was no interaction between crack and pit for extremes value of DOP. For low value of DOP, the ultimate shear strength of the cracked-pitted plate was the same as the cracked plate, and for large value of DOP, it is the same as pitted plate. According to a study performed between 2002 and 2008 by American Bureau of Shipping (ABS) (“Review of Current Practices of Fracture” 2012), majority of reported fractures of the ships were structural failures, such as weld defect, buckling, fracture, and cracking. Cracks and corrosion are two more common defects, which are the main reasons of the failure of the aged steel structures. Plates and stiffened plates are the main structural elements in many structures, including airplanes, bridges, offshore structures, and ships. Ultimate strength evaluation of these structural elements is crucial for rational design of structures, such as Load Resistance Factor Design (LRFD) methods in civil engineering and Ultimate Strength (UTS) evaluation in ship structure. Many studies are carried out to evaluate ultimate strength of intact and damaged plates/ stiffened plates under in-plane compressive stress. Ranji (2012) studied ultimate strength of plate with general corrosion under in-plane compression. He proposed a spectrum for random generation of corroded surface and ultimate strength of corroded plate was evaluated using computer code ANSYS. Ranji and Zarookian (2015) analyzed ultimate strength of cracked stiffened plates with cracks having different stiffeners numerically.
{"title":"Ultimate Shear Strength of Pitted Plates with Crack Using Finite Element Method","authors":"A. R. Ranji, Nima Maghsodi, S. Alirezaee","doi":"10.5957/jspd.02220008","DOIUrl":"https://doi.org/10.5957/jspd.02220008","url":null,"abstract":"\u0000 \u0000 Ultimate strength of thin steel plates was studied under shear loading when pitting corrosion and cracking occur simultaneously. Nonlinear finite element method was used and the effects of different geometrical parameters, such as crack position, crack length, pit depth, pit diameter, number of the pits, and the inclination angle of the crack, were investigated. It was found that the degree of the pitting (DOP) significantly reduces the ultimate shear strength of the pitted plates when the corrosion is low. For high amount of corrosion, the reduction of the ultimate shear strength remains the same regardless of the amount of the DOP. In plates with short cracks, the crack length has no influence on the reduction of the ultimate shear strength. Also, it was found that the position of the crack is more effective than the length of the crack on the reduction of the ultimate shear strength of the cracked plates. In the cracked-pitted plates, there was no interaction between crack and pit for extremes value of DOP. For low value of DOP, the ultimate shear strength of the cracked-pitted plate was the same as the cracked plate, and for large value of DOP, it is the same as pitted plate.\u0000 \u0000 \u0000 \u0000 According to a study performed between 2002 and 2008 by American Bureau of Shipping (ABS) (“Review of Current Practices of Fracture” 2012), majority of reported fractures of the ships were structural failures, such as weld defect, buckling, fracture, and cracking. Cracks and corrosion are two more common defects, which are the main reasons of the failure of the aged steel structures.\u0000 Plates and stiffened plates are the main structural elements in many structures, including airplanes, bridges, offshore structures, and ships. Ultimate strength evaluation of these structural elements is crucial for rational design of structures, such as Load Resistance Factor Design (LRFD) methods in civil engineering and Ultimate Strength (UTS) evaluation in ship structure. Many studies are carried out to evaluate ultimate strength of intact and damaged plates/ stiffened plates under in-plane compressive stress. Ranji (2012) studied ultimate strength of plate with general corrosion under in-plane compression. He proposed a spectrum for random generation of corroded surface and ultimate strength of corroded plate was evaluated using computer code ANSYS. Ranji and Zarookian (2015) analyzed ultimate strength of cracked stiffened plates with cracks having different stiffeners numerically.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-04-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45025459","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}
Accommodation cabin is a living place for operators, and it should play a role in alleviating the fatigue and stress. This paper focuses on the problem of monotony and lack of emotional care in the design of accommodation, and develops a design system to meet the emotional needs of operators based on Kansei Engineering. First, the key design elements affecting emotional comfort are extracted and the virtual reality experimental platform is established. Second, the affective factors are extracted, constituting the semantic space. Third, the mapping relationship between affective factors and design elements is established. Finally, the design system of accommodation cabin based on the emotional needs is developed. The system can output and evaluate the design scheme through virtual reality technology, so it makes the design process more intuitive and efficient. It has a certain reference value for improving the comfort experience of operators and the design level of accommodation cabin. Offshore platform is an important guarantee for territorial development and utilization of marine resources. As offshore platform is relatively special, it has particular structure that is different from buildings on land. It is made of steel and equipped with a lot of large equipment, so it is relatively closed. During offshore operation, operators need to work and life on offshore platforms for a long time. Monotonous working condition and long-term alienation from terrestrial landscape and relatives will have impact on their physical and mental health (Xu et al. 2013). According to the survey, about 13% of the workers who have worked on the platform for more than 10 years will have psychologic or behavioral abnormalities (Wu 2015). It has affected their normal life, and even increased the safety risk.
住宿舱是操作人员的生活场所，应起到缓解疲劳和压力的作用。本文针对住宿设计中的单调性和缺乏情感关怀的问题，基于Kansei Engineering开发了一个满足运营商情感需求的设计系统。首先，提取了影响情感舒适度的关键设计元素，建立了虚拟现实实验平台。其次，提取情感因素，构成语义空间。第三，建立了情感因素与设计元素之间的映射关系。最后，开发了基于情感需求的客舱设计系统。该系统可以通过虚拟现实技术输出和评估设计方案，使设计过程更加直观高效。对提高操作人员的舒适体验和住宿舱的设计水平具有一定的参考价值。海洋平台是国土开发利用海洋资源的重要保障。由于海洋平台相对特殊，它有着不同于陆地上建筑物的特殊结构。它是由钢制成的，并配备了许多大型设备，因此它是相对封闭的。在海上作业过程中，作业人员需要在海上平台上长期工作和生活。单调的工作环境和与陆地景观和亲人的长期疏离会影响他们的身心健康（Xu et al.2013）。根据调查，在平台上工作超过10年的员工中，约有13%会出现心理或行为异常（吴2015）。它影响了他们的正常生活，甚至增加了安全风险。
{"title":"Research on Design System of Offshore Platform Accommodation Cabin Based on Kansei Engineering","authors":"Lin Shi, Haoqiang Chen, Zhichuang Wang","doi":"10.5957/jspd.06220018","DOIUrl":"https://doi.org/10.5957/jspd.06220018","url":null,"abstract":"\u0000 \u0000 Accommodation cabin is a living place for operators, and it should play a role in alleviating the fatigue and stress. This paper focuses on the problem of monotony and lack of emotional care in the design of accommodation, and develops a design system to meet the emotional needs of operators based on Kansei Engineering. First, the key design elements affecting emotional comfort are extracted and the virtual reality experimental platform is established. Second, the affective factors are extracted, constituting the semantic space. Third, the mapping relationship between affective factors and design elements is established. Finally, the design system of accommodation cabin based on the emotional needs is developed. The system can output and evaluate the design scheme through virtual reality technology, so it makes the design process more intuitive and efficient. It has a certain reference value for improving the comfort experience of operators and the design level of accommodation cabin.\u0000 \u0000 \u0000 \u0000 Offshore platform is an important guarantee for territorial development and utilization of marine resources. As offshore platform is relatively special, it has particular structure that is different from buildings on land. It is made of steel and equipped with a lot of large equipment, so it is relatively closed. During offshore operation, operators need to work and life on offshore platforms for a long time. Monotonous working condition and long-term alienation from terrestrial landscape and relatives will have impact on their physical and mental health (Xu et al. 2013). According to the survey, about 13% of the workers who have worked on the platform for more than 10 years will have psychologic or behavioral abnormalities (Wu 2015). It has affected their normal life, and even increased the safety risk.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-02-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43875722","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 increasing availability of affordable finite element modeling software and computational fluid dynamics codes have given today’s sailing yacht designers tools that, in the past, were only available to designers of yachts competing in the most high-profile events. This paper provides a case study on the structural design of the International America’s Cup Class Yacht Stars & Stripes USA-34, which won the U.S. defender series, the Citizen Cup, leading up to the 29th America’s Cup competition in 1995. The authors have recently been able to publicly share this information, and feel that the problem-solving approach is of direct use to many of today’s designers. The design approach is twofold, the first being the use of Finite Element Analysis to minimize drag-inducing local deformations. Over 80 finite element models were analyzed with varying configurations, starting with an initial baseline structure based on the previous boat, USA-11. These structural improvements reduced local hull deflection from5 to 6 mm per meter on the previous design to less than 1 mm per meter on the USA-34 design. The second part of the design approach isolates the hydrodynamic effects of global bending under rig tension. Illustrative tank tests are provided to demonstrate how the global sagging of the hull, caused by rig tension, can often increase the resistance of a yacht (especially one built for racing). As part of a series of steps taken to mitigate the effect of rig tension, a novel design was developed, with soft patches and flexible structure to permit low-cost modification of the hull in the boatyard, giving approximately a 225mmincrease in waterline length and 75 mm reduction in beam if needed—a modification that was made to USA-34 prior to winning the finals of the Citizen Cup, and at a cost of under $500. The reduction of drag-inducing local hull form deformations, and the development of the cost-saving hull modification concept, demonstrate how a creative designer can take advantage of the finite element modeling tools that are now widely available.
{"title":"Considerations of Hull Structural Deformation on Hydrodynamic Performance of Sailing Yachts","authors":"P. Miller, M. Morabito","doi":"10.5957/jspd.10210025","DOIUrl":"https://doi.org/10.5957/jspd.10210025","url":null,"abstract":"\u0000 \u0000 The increasing availability of affordable finite element modeling software and computational fluid dynamics codes have given today’s sailing yacht designers tools that, in the past, were only available to designers of yachts competing in the most high-profile events. This paper provides a case study on the structural design of the International America’s Cup Class Yacht Stars & Stripes USA-34, which won the U.S. defender series, the Citizen Cup, leading up to the 29th America’s Cup competition in 1995. The authors have recently been able to publicly share this information, and feel that the problem-solving approach is of direct use to many of today’s designers. The design approach is twofold, the first being the use of Finite Element Analysis to minimize drag-inducing local deformations. Over 80 finite element models were analyzed with varying configurations, starting with an initial baseline structure based on the previous boat, USA-11. These structural improvements reduced local hull deflection from5 to 6 mm per meter on the previous design to less than 1 mm per meter on the USA-34 design. The second part of the design approach isolates the hydrodynamic effects of global bending under rig tension. Illustrative tank tests are provided to demonstrate how the global sagging of the hull, caused by rig tension, can often increase the resistance of a yacht (especially one built for racing). As part of a series of steps taken to mitigate the effect of rig tension, a novel design was developed, with soft patches and flexible structure to permit low-cost modification of the hull in the boatyard, giving approximately a 225mmincrease in waterline length and 75 mm reduction in beam if needed—a modification that was made to USA-34 prior to winning the finals of the Citizen Cup, and at a cost of under $500. The reduction of drag-inducing local hull form deformations, and the development of the cost-saving hull modification concept, demonstrate how a creative designer can take advantage of the finite element modeling tools that are now widely available.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42060116","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}
Rajko Rubeša, M. Hadjina, T. Matulja, N. Fafandjel
Decision-makers in shipyards face the problem of determining the design cost concerning the information level contained in drawing and how it influences the shipbuilding process efficiency. Shipyards have their approach and shipbuilding practices about the level of functional technical documentation usage directly in ship production. However, decisions may vary related to the ship type, complexity, size, and deadlines. The shipbuilding decision-making optimization model based on functional technical documentation defines an algorithm for creating and analyzing the data representing the effects of applying functional technical documentation in ship production. Based on such analysis, it is possible to decide the preferred shipbuilding strategy, based on the level of functional technical documentation usage directly in ship production at the level other than one identified in the ship contractual stage, reducing overall shipbuilding costs. By varying different factors of the technological phase of ship production and the relative labor cost with the level of functional technical documentation usage directly in ship production, the curves of the shipbuilding cost and duration deviations, in relation with the value specified by the reference point, are obtained. Also, such analysis provides relevant conclusions about the trend of losses or savings of budget and labor hours based on the level of functional technical documentation usage directly in ship production.
{"title":"Shipbuilding Decision-Making Optimization Based on the Functional Technical Documentation Information Level Usage in Ship Production","authors":"Rajko Rubeša, M. Hadjina, T. Matulja, N. Fafandjel","doi":"10.5957/jspd.02210005","DOIUrl":"https://doi.org/10.5957/jspd.02210005","url":null,"abstract":"\u0000 \u0000 Decision-makers in shipyards face the problem of determining the design cost concerning the information level contained in drawing and how it influences the shipbuilding process efficiency. Shipyards have their approach and shipbuilding practices about the level of functional technical documentation usage directly in ship production. However, decisions may vary related to the ship type, complexity, size, and deadlines. The shipbuilding decision-making optimization model based on functional technical documentation defines an algorithm for creating and analyzing the data representing the effects of applying functional technical documentation in ship production. Based on such analysis, it is possible to decide the preferred shipbuilding strategy, based on the level of functional technical documentation usage directly in ship production at the level other than one identified in the ship contractual stage, reducing overall shipbuilding costs. By varying different factors of the technological phase of ship production and the relative labor cost with the level of functional technical documentation usage directly in ship production, the curves of the shipbuilding cost and duration deviations, in relation with the value specified by the reference point, are obtained. Also, such analysis provides relevant conclusions about the trend of losses or savings of budget and labor hours based on the level of functional technical documentation usage directly in ship production.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43831410","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}
Ship design is a complex study requiring the coordination of many disciplines and accurate calculations, as well as cost considerations. Thus, ship designers have to design the naval ships that successfully fulfill the desired performance in a cost-effective manner with respect to international and national rules and regulations. In this context, finding the optimum solution for the design has been an important challenge for ship designers. Design optimization is selecting the best solution among many viable solutions based on a criterion or multicriteria and inherently coupled with the design cycle. This study presents an application of the integer linear programming and multicriteria decision-making (MCDM) methods of Technique for Order Preference by Similarity to an Ideal Solution (TOPSIS) and Simple Weighted Sum Product (WISP). A design of the ship drainage system is considered as the case study for this purpose. Based on the usage and location of the ejectors and drainage pumps, four design alternatives and 12 scenarios for each alternative are proposed. The optimization problem is solved for each design alternative, and an optimal design solution among alternatives is evaluated by TOPSIS and Simple WISP methods. The similarity of the solutions from the two MCDM methods is measured by Cosine Similarity, which indicates a strong similarity. Ship design is a complex, iterative, and sophisticated process affected by a number of factors. Among these factors, the issue of cost efficiency has come to the fore along with the project method and system integration during the last century. Therefore, ship designers have to design the most cost-effective ship for a specified purpose regarding national and international rules and regulations. Within this context, the cost considerations in the design calculations of the systems onboard are as important as their accuracy and adequacy. Thus, finding the optimum solution within the given limits is challenging for ship designers, engineers, and system integrators. For this purpose, design optimization tools have been implemented in ship design.
{"title":"Selecting the Optimal Naval Ship Drainage System Design Alternative Based on Integer Linear Programming, TOPSIS, and Simple WISP Methods","authors":"Mehmet Kirmizi, Serkan Karakas, H. Ucar","doi":"10.5957/jspd.01220003","DOIUrl":"https://doi.org/10.5957/jspd.01220003","url":null,"abstract":"\u0000 \u0000 Ship design is a complex study requiring the coordination of many disciplines and accurate calculations, as well as cost considerations. Thus, ship designers have to design the naval ships that successfully fulfill the desired performance in a cost-effective manner with respect to international and national rules and regulations. In this context, finding the optimum solution for the design has been an important challenge for ship designers. Design optimization is selecting the best solution among many viable solutions based on a criterion or multicriteria and inherently coupled with the design cycle. This study presents an application of the integer linear programming and multicriteria decision-making (MCDM) methods of Technique for Order Preference by Similarity to an Ideal Solution (TOPSIS) and Simple Weighted Sum Product (WISP). A design of the ship drainage system is considered as the case study for this purpose. Based on the usage and location of the ejectors and drainage pumps, four design alternatives and 12 scenarios for each alternative are proposed. The optimization problem is solved for each design alternative, and an optimal design solution among alternatives is evaluated by TOPSIS and Simple WISP methods. The similarity of the solutions from the two MCDM methods is measured by Cosine Similarity, which indicates a strong similarity.\u0000 \u0000 \u0000 \u0000 Ship design is a complex, iterative, and sophisticated process affected by a number of factors. Among these factors, the issue of cost efficiency has come to the fore along with the project method and system integration during the last century. Therefore, ship designers have to design the most cost-effective ship for a specified purpose regarding national and international rules and regulations. Within this context, the cost considerations in the design calculations of the systems onboard are as important as their accuracy and adequacy. Thus, finding the optimum solution within the given limits is challenging for ship designers, engineers, and system integrators. For this purpose, design optimization tools have been implemented in ship design.\u0000","PeriodicalId":48791,"journal":{"name":"Journal of Ship Production and Design","volume":" ","pages":""},"PeriodicalIF":0.4,"publicationDate":"2023-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43288305","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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