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Journal articles on the topic 'Architectes navals'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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1

Lowry, Ian J. "Improving Mariner/Ship Interaction." Marine Technology and SNAME News 31, no. 02 (April 1, 1994): 94–105. http://dx.doi.org/10.5957/mt1.1994.31.2.94.

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This paper focuses on mariner-ship interaction from the practical end of the design spectrum. Statistical data on marine collisions, rammings and groundings attribute a considerable percentage of marine casualties to poor ship controllability. A vessel's controllability is of a dichotomous nature, constrained not only by its inherent controllability characteristics, fixed by the naval architect, but also by the skill and the expertise of the shiphandler in initiating a conclusive control strategy. The results of an international survey of naval architects and shiphandlers are presented. The techniques of frequency distribution and factor analysis were used to identify the key ship controllability effectors. This survey highlights where improvements in terms of interface design can be made. The survey identifies the key controllability effectors of naval architects and ship-handlers for effective mariner-ship interaction. A case study is presented which identifies the applicability of part-task ship simulation to improve confidence levels in practical ship control. For effective mariner/ship interaction, the designers of ships must use the various codes of practice for a ship's bridge in order to improve the bridge as a control station, and marine licensing authorities have to realize the potential benefits that training with computerized ship simulation can bring the industry.

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2

Knierim, Thomas G. "Maneuvering Information for the Pilot/Navigator: Its Source Value and Limitations." Marine Technology and SNAME News 31, no. 02 (April 1, 1994): 123–44. http://dx.doi.org/10.5957/mt1.1994.31.2.123.

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In 1987 a ship struck a bridge in the Brunswick River in Georgia. The NTSB (National Transportation Safety Board) investigation after the accident determined that the ship's pilot had not studied the ship's maneuvering information, but if he had, would not have understood the terms "advance" and "transfer." He also did not appreciate the effects of trim or bottom clearance on a ship's maneuverability. By inference NTSB suggested this ignorance of terms and hydraulic effects may be widespread, and apply to a large percentage of pilots. Also, the courts have determined that a vessel may be considered unseaworthy and a navigator/pilot possibly liable should he not understand and use all navigation aids (ARPA, charts, maneuvering information, etc.). This paper attempts to explain the many different forms of maneuvering information developed by naval architects, how they are derived, and the strengths and weaknesses of the information exhibited on the bridge. The paper is written for the navigator/pilot involved in piloting, to close the loop between that navigator/ pilot and the naval architect through writing and dialogue. It intends to make the navigator aware of the information that is available and also to develop an avenue for the naval architect to appreciate the needs of a navigator/pilot, and through the various regulatory bodies tailor maneuvering information to meet those needs. There is also discussion of the efforts of Japanese pilots to rate and keep records of actual ship maneuverability. The hope is that through knowledge will come safer and more economical pilotage.

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3

Garzke, W. H., R. O. Dulin, D. K. Brown, and K. Prince. "Marine Forensics for Naval Architects and Marine Engineers." Naval Engineers Journal 112, no. 4 (July 2000): 249–64. http://dx.doi.org/10.1111/j.1559-3584.2000.tb03335.x.

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4

Garzke Jr, W. H., R. O. Dulin Jr, D. K. Brown, K. Prince, J. Ruggieri, and R. Silloway. "Marine Forensics for Naval Architects and Marine Engineers." Practical Failure Analysis 2, no. 5 (October 1, 2002): 12–26. http://dx.doi.org/10.1361/152981502770351635.

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5

Garzke, W. H., R. O. Dulin, D. K. Brown, K. Prince, J. Ruggieri, and R. Silloway. "Marine forensics for naval architects and marine engineers." Practical Failure Analysis 2, no. 5 (October 2002): 12–15. http://dx.doi.org/10.1007/bf02715462.

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6

Hatfield, W. H. "THE CORROSION PROBLEMS OF THE NAVAL ARCHITECT." Journal of the American Society for Naval Engineers 47, no. 3 (March 18, 2009): 462–67. http://dx.doi.org/10.1111/j.1559-3584.1935.tb01387.x.

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7

Kato, Hiroharu. "Centennial of the society of naval architects of Japan." Journal of Marine Science and Technology 2, no. 4 (December 1997): 191–92. http://dx.doi.org/10.1007/bf02491525.

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8

Lehmann, Eike, and Wolf-Dieter Hoheisel. "Anmerkungen zum Schiffbau der Hansezeit." Hansische Geschichtsblätter 134 (April 18, 2020): 205–17. http://dx.doi.org/10.21248/hgbll.2016.39.

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Remarks on Shipbuilding in the Hanseatic PeriodAs naval architects especially interested in the history of shipbuilding during the Hanseatic period, we feel compelled to highlight some disturbing aspects of the scholarly discussions of shipping among Hanseatic historians. In particular, we note a number of definitions and findings that simply cannot be squared with the physical and technical principles which modern naval architecture has discovered. Of course, we all agree that Hanseatic shipbuilding was a rough-and-ready affair, in which trial and error led to an intuitive understanding of the physical principles involved, even if these were not articulated. Blissfully unaware of maritime engineering, Hanseatic historians have, however, advanced arguments which, viewed in the light of the current state of knowledge in shipbuilding science, are unconvincing. For instance, concepts such as wales or bends and other structural terms, e.g. deck beams and watertight decks, are described without any clear explanation of their function. Moreover, the definitions of deadweight tonnage, freeboard, calculation of displacement, and the dependency of ship safety on freeboard are inadequate. In short, there is a crying need for cross-polination between Hanseatic historians and naval architects, since a linkage between the archival material and the scientific principles of maritime engineering cannot be but fruitful.

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9

Reckner, James R., and William F. Trimble. "Admiral William A. Moffett: Architect of Naval Aviation." Journal of American History 81, no. 4 (March 1995): 1787. http://dx.doi.org/10.2307/2081799.

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10

Bradford, James C., and William F. Trimble. "Admiral William A. Moffett: Architect of Naval Aviation." American Historical Review 100, no. 3 (June 1995): 972. http://dx.doi.org/10.2307/2168749.

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11

Hone, Thomas C., and William F. Trimble. "Admiral William A. Moffett: Architect of Naval Aviation." Journal of Military History 58, no. 2 (April 1994): 334. http://dx.doi.org/10.2307/2944040.

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12

Holley, I. B., and William F. Trimble. "Admiral William A. Moffett: Architect of Naval Aviation." Technology and Culture 36, no. 2 (April 1995): 428. http://dx.doi.org/10.2307/3106397.

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13

Lamb, Thomas. "Discussion of “Methodology Used to Calculate Naval Compensated Gross Tonnage Factors” by John Craggs, Damien Bloor, Brian Tanner, and Hamish Bullen." Journal of Ship Production 19, no. 01 (February 1, 2003): 29–30. http://dx.doi.org/10.5957/jsp.2003.19.1.29.

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I have been working in this area for the past 9 years. As the Craggs et al paper states, I have presented a number of papers on the subject (Lamb 1998, Lamb 2002, Lamb & Hellesoy 2001, Lamb & Knowles 1999, Storch et al 1995). The Craggs et al paper is the second publication I have seen by others about naval ship compensation coefficients. The other was Brian Tanner's paper presented at the Royal Institution of Naval Architects meeting last year describing how the British Ministry of Defence with First Marine International has been working on this matter for the past 2 years.

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14

MILLER, RALPH A. "THE CENTENARY CELEBRATION OF THE ROYAL INSTITUTION OF NAVAL ARCHITECTS." Journal of the American Society for Naval Engineers 73, no. 1 (March 18, 2009): 19–28. http://dx.doi.org/10.1111/j.1559-3584.1961.tb02412.x.

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15

MILLER, RALPH A. "THE CENTENARY CELEBRATION OF THE ROYAL INSTITUTE OF NAVAL ARCHITECTS." Journal of the American Society for Naval Engineers 73, no. 2 (March 18, 2009): 309–22. http://dx.doi.org/10.1111/j.1559-3584.1961.tb03302.x.

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16

Garzke, William H., and Pierette Domenica Simpson. "The Loss of Andrea Doria: A Marine Forensic Analysis1." Marine Technology Society Journal 46, no. 6 (November 1, 2012): 61–71. http://dx.doi.org/10.4031/mtsj.46.6.15.

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AbstractThe loss of Andrea Doria during July 1956 is still of interest to naval architects and historians. It involves the most catastrophic and the most recent collision in history between two ocean liners. One of the most controversial aspects of the event is the sinking of the Italian luxury liner. This report’s main goal is to delve into the reasons for the sinking with help from an eyewitness to the collision aboard Stockholm. After much research done by author-survivor Pierette Simpson, who was provided with substantial data from findings of marine experts in both Italy and the United States that included members of the SNAME Marine Forensics Committee, she conducted her own inquiry, along with dialogue with divers and crewmembers of the Andrea Doria. This paper presents definitive conclusions on the sinking based on information from Ms. Simpson, Dr. Alfred Pearson, and Italian naval architects familiar with the ship’s design, as well as insights on a marine forensics investigation by coauthor and Chairman of the SNAME Marine Forensics Committee William Garzke.

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17

Coates, John. "Tilley's and Morrison's triremes—evidence and practicality." Antiquity 69, no. 262 (March 1995): 159–62. http://dx.doi.org/10.1017/s0003598x00064383.

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The designer of the reconstructed Greek trireme, Olympias, first proposed by John Morrison and now built and tested at sea, takes issue with Alec Tilley's divergent ideas and proposals about these ships, together with their practicality. The author is a naval architect.

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18

Christodoulou, Jacqui. "Alarp Workshop, Royal Institution of Naval Architects, London 14th June 2007." Safety and Reliability 27, no. 4 (September 2007): 44–53. http://dx.doi.org/10.1080/09617353.2007.11690846.

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19

Miner, Jay N. "Weight Control and Monitoring in Fiberglass Yacht Construction." Marine Technology and SNAME News 35, no. 02 (April 1, 1998): 114–18. http://dx.doi.org/10.5957/mt1.1998.35.2.114.

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Weight considerations are common to all ship and boatbuilding, but fiberglass yachts have particular propensities for weight growth. The dynamics which exist among the designer, builder, vessel owner and naval architect require attention to specific areas to ensure a successful conclusion to the project.

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20

Morabito, Michael G. "A Review of Hydrodynamic Design Methods for Seaplanes." Journal of Ship Production and Design 37, no. 03 (August 19, 2021): 159–80. http://dx.doi.org/10.5957/jspd.11180039.

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The design of successful water-based aircraft requires a close collaboration between the aeronautical engineers and naval architects, who perform high-speed towing tests, stability calculations, or computational fluid dynamics in support of the design. This article presents the fundamental design considerations of waterborne aircraft, which are outside of the typical educational scope of most naval architects, but which they are sometimes asked to address. These include 1) the hydrostatic and hydrodynamic problems associated with seaplane design, 2) early-stage methods for sizing the hull, 3) prediction techniques using archival data, and 4) hydrodynamic model testing procedures. Although a new design will often require substantial iteration to achieve the desired outcome, the information in this article will assist in developing a reasonable starting point for the design spiral and provides sufficient details for a hydrodynamic model testing facility to perform a successful series of model tests on the design. Although much of the work in this field dates from the 1940s, it is important to review this material in light of the current practices being used at hydrodynamic research facilities today. A detailed description of the model testing apparatus and procedure, used in a recent study at the U.S. Naval Academy, is presented to demonstrate the current applicability of these methods and some pitfalls that can be expected in testing. Introduction Today, there is a renewed interest in seaplane designs for both civilian and governmental applications worldwide. According to the Seaplane Pilots Association, there are approximately thirty-five thousand seaplane-rated pilots in the United States and between five and ten thousand operational seaplanes. Worldwide, larger seaplanes are used for firefighting, search and rescue applications, and cargo transportation.

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21

Bönker, Dirk. "Global Politics and Germany's Destiny “from an East Asian Perspective”: Alfred von Tirpitz and the Making of Wilhelmine Navalism." Central European History 46, no. 1 (March 2013): 61–96. http://dx.doi.org/10.1017/s0008938913000034.

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In his memoirs, published in 1919, Grand Admiral Alfred von Tirpitz, the former Secretary of the Navy and architect of the Wilhelmine battle fleet, claimed that it had been his great “fortune” in 1896 to receive a naval command abroad. Deployed to East Asia, he had been able to “take yet another look at the overseas interests of Germandom” right before the “takeover of the Imperial Naval Office and the inception of the naval buildup.” Appointed in late March 1896, Tirpitz commanded the East Asian Cruiser Division until he was summoned back to Berlin twelve months later, on March 31, 1897. He had returned home “with the impression that England sought to block as much as possible our future development,” as he characterized the main lesson he claimed to have learned during the months he spent away from Germany.

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22

Lowry, Robert, and Feridun K. Serim. "People to People International (P/P) SNAME China Trip Report." Marine Technology and SNAME News 26, no. 03 (July 1, 1989): 218–32. http://dx.doi.org/10.5957/mt1.1989.26.3.218.

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This is a report on a 21-day trip made to the Peoples Republic of China in 1986 by twelve SNAME delegates at the invitation of the China Society of Naval Architects and Marine Engineers (CSNAME) under the auspices of People to People International. The delegates visited four universities, five ship design organizations, three regional shipbuilding management organizations, seven shipyards, three shipping service organizations and three port areas. The tour visited Beijing, Dalian, Shanghai, Guangzhou, and Hong Kong.

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23

Benford, Harry. "Ships' capital costs: The approaches of economists, naval architects and business managers." Maritime Policy & Management 12, no. 1 (January 1985): 9–26. http://dx.doi.org/10.1080/03088838500000015.

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24

Garzke, William H., and Pierette Domenica Simpson. "The Loss of Andrea Doria—A Marine Forensic Analysis." Journal of Ship Production and Design 26, no. 02 (May 1, 2010): 98–105. http://dx.doi.org/10.5957/jspd.2010.26.2.98.

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The Andrea Doria shipwreck of 1956 is still of interest to naval architects and historians. It pertains to the most catastrophic and the most recent collision in history between two ocean liners. One of the most controversial aspects of the event involves the sinking of the Italian luxury liner (shown on her maiden voyage in Fig. 1). This report's main goal is to delve into the reasons for the sinking, which is surprisingly still controversial and debated. A New York Times article published only last year, called "From Death Ship to Cruise Ship"—referring to the Stockholm—attracted an editorial response from a Swedish coauthor of a book on the collision. Mr. Bruce Paulsen wrote: . . the ship never should have sunk; she did so because of a substantial design defect."After much research done by author-survivor Pierette Simpson, who was provided with substantial data from findings of marine experts in both Italy and the United States that included members of Panel SD-7, she conducted her own inquiry, along with dialogue with divers and crew members of the Andrea Doria. This paper presents definitive conclusions on the sinking based on information from Simpson and Italian naval architects familiar with the ship's design as well as insights on a marine forensics investigation by coauthor and Chairman of Panel SD-7 William Garzke.

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25

Noble, Peter, Michael Wadden, Timothy Bourke, David Williams, and Knut Nordbo. "An Introduction to Ethnotechnology for Naval Architects: Sea Kayak Design of Yesterday and Tomorrow." Marine Technology and SNAME News 31, no. 04 (October 1, 1994): 305–14. http://dx.doi.org/10.5957/mt1.1994.31.4.305.

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The skin-covered kayaks and baidarkas of the Inuit and Aleut peoples are elegant examples of naval architectural technology developed over centuries of experimental refinement. This paper describes the ethnotechnology which lies behind the design of modern sea kayaks and discusses the development of the DeCourcy Duet, a two-hole kayak, which utilizes numerical lines fairing, extensive computer stability calculations and full-scale towing tank testing as part of its design development.

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26

Gray, William O., Jennifer K. Waters, Alan L. Blume, and Alexander C. Landsburg. "Channel Design and Vessel Maneuverability: Next Steps." Marine Technology and SNAME News 40, no. 02 (April 1, 2003): 93–105. http://dx.doi.org/10.5957/mt1.2003.40.2.93.

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A recent workshop on channel design and vessel maneuverability brought together channel designers, naval architects, pilots, and ship operators to review and share design approaches and standards that affect safety of operations. The desire was to develop policy recommendations that can be implemented both in the way channels are laid out and enlarged and how ships of various types using them should be designed and handled. Resulting recommendations based on the discussions promise to improve overall safety of ship operations in restricted waterways.

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27

Calisal, Sander M., Dan McGreer, and Gerry F. Rohling. "A Fishing Vessel Energy Analysis Program." Marine Technology and SNAME News 26, no. 01 (January 1, 1989): 62–73. http://dx.doi.org/10.5957/mt1.1989.26.1.62.

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A microcomputer-based program has been developed at the University of British Columbia to help fisherman and naval architects estimate fishing vessel fuel consumption. The program allows users to calculate the fuel consumption for a given fishing trip scenario. The program can then be used to calculate the return on investment of fuel saving improvements made to the vessel such as: Kort nozzle, two speed gearbox, variable-pitch propeller, and new propeller design. The program can be used for the design of small vessels such as tugs and supply vessels.

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28

Maeda, Hisaaki. "Report on the centennial celebrations of the Society of Naval Architects of Japan." Journal of Marine Science and Technology 2, no. 4 (December 1997): 193–96. http://dx.doi.org/10.1007/bf02491526.

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29

Liu, Chong, Chang Hua Qiu, and Zhi Qiang Xie. "A Methodology to Estimate the Reliability of Passageway system in Naval Ship Design." Key Engineering Materials 419-420 (October 2009): 721–24. http://dx.doi.org/10.4028/www.scientific.net/kem.419-420.721.

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In this paper, we describe and demonstrate a general methodology to evaluate the reliability of the passageway system in warship design. The reliability of the passageway system is the most important component of naval ship survivability evaluation. Currently, most of the passageway evaluations focus on human factor or physical distribution; integrated calculates is lacking to estimate the reliability of the passageway system. The challenge for naval architects is to develop a systematic methodology that allows accurate evaluation of the passageway reliability associated with crews movement and related material operating procedure. The paper consults the concept of network reliability and lays out an evaluation method of passageway system based on task reliability. The method integrated analyses the impact of ship crew‘s location and distribution of the shipborne material. As it was difficult to achieve the reality data, the methodology is demonstrated using a hypothetical warship combining with the simulation software on the basis of two different evaluation scenarios.

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30

Strauss, Kurt. "Industry Solutions and Architectures: The Role of Naval Interceptors in Missile Defence." Whitehall Papers 55, no. 1 (January 2002): 129–33. http://dx.doi.org/10.1080/02681300209414884.

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31

van Bruinessen, Ties, Hans Hopman, Thomas DeNucci, and Bart van Oers. "Generating More Valid Designs During Design Exploration." Journal of Ship Production and Design 27, no. 04 (November 1, 2011): 153–61. http://dx.doi.org/10.5957/jspd.2011.27.4.153.

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Concept Exploration Models (CEM) are powerful tools in the conceptual design phase, triggering naval architects towards unconventional or better solutions. However, the quality of the design-set depends on the evaluation of each concept design and its compliance to customer requirements. To improve design-set quality new evaluation-modules are developed to calculate sea-keeping, weight, and resistance and evaluate their compliance with requirements set by the U.S. Coast Guard. To make this possible the MATLAB based CEM was coupled with the sea-keeping program Shipmo2000 from the Marin Research Institute. In a final step the designs were graphically filtered and evaluated.

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32

Parsons, Mark A., Mustafa Y. Kara, Kevin M. Robinson, Nicholas T. Stinson, and Alan J. Brown. "Early-Stage Naval Ship Distributed System Design Using Architecture Flow Optimization." Journal of Ship Production and Design 37, no. 02 (May 10, 2021): 78–96. http://dx.doi.org/10.5957/jspd.10190058.

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This article describes an architecture flow optimization (AFO) method for naval ship system design. AFO is a network-based method. It is used to design and analyze naval ship Mission, Power, and Energy Systems (MPES) in a naval ship Concept and Requirements Exploration (C&RE) process at a sufficient level of detail to better understand system energy flow, define MPES architecture and sizing, reduce system vulnerability, and improve system reliability. This method decomposes MPES into three architectures: logical, physical, and operational which describe the system’s spatial, functional, and temporal characteristics, respectively. Using this framework, the AFO incorporates system topologies, input/output energy coefficient component models, preliminary arrangements, and (nominal and damaged) steady-state operational scenarios into a linear optimization method to minimize the energy flow cost required to satisfy all operational scenario demands and constraints. AFO results are used to inform system topology design and assess the feasibly and survivability of representative designs in the C&RE process. AFO results may also be used in physics-based vital component sizing, calculation of vulnerability/effectiveness metrics in the C&RE process, and subsequent linear optimization formulations to assess recoverability and operational effectiveness in the time domain.

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33

Kresic, Miro. "Estimating Hydrodynamic Force and Torque Acting on a Horn-Type Rudder." Marine Technology and SNAME News 39, no. 02 (April 1, 2002): 118–36. http://dx.doi.org/10.5957/mt1.2002.39.2.118.

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The purpose of this paper is to provide the naval architect with a practical method of estimating hydrodynamic force and torque acting on a horn-type rudder. Such a rudder is also known as a Mariner, semi-balanced underhung rudder or skeg-rudder. Input required to carry out the estimate is explained and the reliability of the estimate is discussed by comparison with model test predictions. A spreadsheet, named H-Rudder program, is provided to carry out the estimate.

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34

Miller, Paul H., and David L. Dillon. "The International Sailing Canoe: A Technical Review." Marine Technology and SNAME News 31, no. 04 (October 1, 1994): 296–304. http://dx.doi.org/10.5957/mt1.1994.31.4.296.

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The unique features of the International Sailing Canoe have intrigued naval architects and sailors for years. This paper highlights the historical design development, describes current trends, and presents results from finite element analyses of three popular construction methods: cold-molded cedar, fiberglass, and carbon/epoxy. Comparisons are presented of the bending and torsional stiffness, pitch gyradius, and factors of safety. In general, the carbon/epoxy exhibited the best characteristics, followed by the cold-molded cedar and the fiberglass. The Tsai-Wu quadratic failure criterion developed for laminated plates was used in the factor-of-safety calculations. Factors of safety correlated closely to empirical development.

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35

Noble, Peter G. "Safer Transport of Oil at Sea: A Social Responsibility for Naval Architects and Marine Engineers." Marine Technology and SNAME News 30, no. 02 (April 1, 1993): 61–70. http://dx.doi.org/10.5957/mt1.1993.30.2.61.

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To meet the urgent worldwide demand for safer ocean transport of oil within the realistic economic constraints of the shipbuilding and operating industry, naval architects and marine engineers confront a major challenge. This paper examines several tanker design alternatives as well as the restrictions imposed by both U.S. and international rule makers. The benefits of double-bottom/double-hull construction, based on an analysis of comprehensive grounding accident data, are discussed, and measures to limit the outflow of oil in the event of a spill are examined. Improved officer and crew training, more precise and up-to-date navigation/position-keeping systems, enhanced maneuvering capability with collision-avoidance sonar, and better shore-based traffic management of tank ships are among the author's recommendations to achieve the goal of safer transportation of oil at sea.

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36

Ritchie, Lionel Alexander. "Book Review: John Lenthall, Naval Architect: A Guide to Plans and Drawings of American Naval and Merchant Vessels, 1790–1874." Journal of Transport History 17, no. 1 (March 1996): 93. http://dx.doi.org/10.1177/002252669601700124.

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37

Carney, J., T. Conroy, T. Hite, R. Knowles, J. Mays, and R. Nix. "The National Shipbuilding Research Program Advanced Shipbuilding Enterprise: Five Years of Delivering Value, 1998 to 2003." Journal of Ship Production 21, no. 01 (February 1, 2005): 46–63. http://dx.doi.org/10.5957/jsp.2005.21.1.46.

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The National Shipbuilding Research Program (NSRP) Advanced Shipbuilding Enterprise (ASE) began formally in 1998, with a mission to manage and focus national shipbuilding research and development funding on technologies that will reduce the cost of warships to the US Navy and will establish international shipbuilding competitiveness. A key means for accomplishing this mission was to provide a collaborative forum for improving business, shipbuilding, and ship repair processes. In response to a Navy request, shipyard executives formed Articles of Collaboration, which enabled the execution of a Joint Funding Agreement (JFA) with Naval Sea Systems Command (NAVSEA). Successes from the Defense Advanced Research Projects Agency (DARPA) Maritime Technology (MARITECH) program and the National Shipbuilding Research Program (NSRP) were leveraged to initiate a framework that would enable collaboration and sharing. Leaders of the Ship Production Committee (SPC) panels of the Society of Naval Architects and Marine Engineers (SNAME) also joined the collaborative forum, and the NSRP ASE was formed. Through the new collaborative forum, the strategic investment plan (SIP) was created, outlining consensus priorities in six major initiative (MI) areas and setting a course toward more affordable ships.

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38

Parsons, Michael G., and Klaus-Peter Beier. "Microcomputer Software for Computer-Aided Ship Design." Marine Technology and SNAME News 24, no. 03 (July 1, 1987): 246–64. http://dx.doi.org/10.5957/mt1.1987.24.3.246.

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The rapid evolution of the microcomputer has changed the software needs of today's naval architects. The Department of Naval Architecture and Marine Engineering at The University of Michigan has been a leader in the application of computers in ship design education. The computer environment readily available to the department's students has changed dramatically in the past few years with the evolution of the Computer-Aided Marine Design Laboratory within the department and the creation of the Computer Aided Engineering Network (CAEN) within the College of Engineering. The microcomputer facilities available to the students are briefly described. To fully integrate this capability into the department's curriculum, a coordinated suite of computer-aided ship design software has been developed for use on the Macintosh and IBM-PC/XT/AT microcomputers provided for the students. To support the use of this and other software on a wide range of computers, a portable, device-independent computer graphics subprogram package M-PLOT has been developed. The educational philosophy behind this design software and its scope, capabilities, and use in ship design education are described. Examples of the use of selected programs are presented to illustrate these capabilities. Plans for further work are outlined. The effort is well toward the goal of a complete, microcomputer-based ship design software environment.

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39

Bain, Don M., Stacey Underwood, Thomas Laczo, Michael J. Dowling, and David Kriebel. "RAPID COASTAL ADAPTATION ASSESSMENT AT CITY OF ANNAPOLIS." Coastal Engineering Proceedings, no. 36 (December 30, 2018): 41. http://dx.doi.org/10.9753/icce.v36.risk.41.

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Alerted to the increased flood risks posed by sea level rise and potential storm surge riding in on a rising sea, the City of Annapolis is eager to better understand the extent of its coastline at risk, adaptation alternatives and typical costs previously experienced when such alternatives are applied. A rapid assessment method is developed and applied to characterize the coastline, survey the coastline for current and potential adaptation measures and develop a portfolio of potential actions with representative costs. A rapid assessment team is assembled consisting of private sector engineers and architects, an engineering professor from the U.S. Naval Academy and engineers from the U.S. Army Corps of Engineers. This paper reports on the method, activities and results to better inform stakeholders of increasing coastal flood risk and potential investment requirements for adaptation.

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Wood, William A. "High-Speed Ferry Issues for Operators and Designers." Marine Technology and SNAME News 37, no. 04 (October 1, 2000): 230–37. http://dx.doi.org/10.5957/mt1.2000.37.4.230.

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The hottest sector of the marine industry today is the transportation of people, vehicles and goods by high speed-ferry. While some conventional ferry operators are expanding into the high-speed market, many new ferry services are being proposed by entrepreneurs who are often not familiar with the business of designing, building and operating ships. This paper discusses some issues often overlooked when planning a high-speed ferry service or put off until operation is about to begin. Much of this information should also be useful to naval architects and marine engineers who need to become more aware of the overall planning process for high-speed ferry operations. These issues include political and social influences, local environmental conditions, ferry design, relationships with ferry builders, noise, stack emissions and wake wash.

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Springmann, Maik-Jens. "Normierung und Standardisierung im Schiffbau zur Zeit des Überganges zur Frühen Neuzeit." Hansische Geschichtsblätter 134 (April 18, 2020): 219–86. http://dx.doi.org/10.21248/hgbll.2016.43.

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Norms and standards in ship-building on the cusp of the early modern era. Ship’s holds and fundamental changes in Baltic shippingOne of the many notions which has, over the decades, hardened into an unquestioned ‘historians’ fact’ (i.e. an axiom unsupported by the sources) is the maxim that medieval Hanseatic shipbuilding was purely a matter of tradition. Building a ship did allegedly not rely on any written records, nor did it generate written norms or instructions for later naval architects. Consequently, Hanseatic shipbuilders did not follow any particular standards and could not be required to do so. According to the prevailing school of thought, ships of this time were simply “shaped with an axe”, a view that was elevated to an axiom. In this paper, I will question this axiom. I argue that medieval Hanseatic naval architecture was not a purely individual undertaking, based solely on tradition. I will focus on ships’ holds, since their characteristics were most likely to have been influenced by economic considerations. This will be flanked by an analysis of the changes in the character of maritime transport of goods enforced by the “Baienfahrt” (to the Bay of Bourgneuf), since the freight (principally salt) was taken aboard as bulk commodity (rather than being shipped in barrels or the like). This requires us to take into consideration the increasing size of ships, which in turn led to changes in logistics and the forms of ownership. Increasingly, the chief concern of a shipbuilder must surely have been protecting the commodities in the hold from moisture. In form, the hold resembled a barrel, being more or less circular, and this led shipbuilders to pay strict attention to the proper dimensions and hence to the early development of norms for shipbuilding. The term ‘hulk’ which comes to the fore in Hanseatic sources could be an indication of this development. This argument is buttressed not only by the evidence legal history provides, but also by analogy with the convergence of the systems of weights and measures in other branches of woodworking closely related to shipbuilding by the fact that those artisans involved, like the shipbuilders, were organized in guilds. Convergence of this sort must surely have led to much more exact planning of the dimensions and shape of ships yet to be built and consequently to more specified contracts between ship owners and naval architects. The paper closes with a consideration of whether the classic measure of ship size, the last, can, in fact, be taken to be equivalent to two tons.

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Ren, Hui Long, Shehzad Khurram, Chun Bo Zhen, and Khurram Asifa. "Fatigue Assessment of Trimaran Structure Based on Simplified Procedure." Key Engineering Materials 525-526 (November 2012): 333–36. http://dx.doi.org/10.4028/www.scientific.net/kem.525-526.333.

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In recent years, Trimaran platform design has got the attention of naval architects owing to its superior seagoing performance. Trimaran structure experiences severe loads due to its unique configuration and high speed, causing stress concentration, especially in cross deck region and accelerate fatigue damage. This paper presents fatigue strength assessment of Trimaran structure by simplified procedure. A methodology is proposed to evaluate fatigue loads and loading conditions by load combinations of direct calculation procedure of Lloyds Register Rules for Classification of Trimaran (LR Rules). Global FE analysis, in ANSYS, is performed to investigate the stress response. The stress range is computed by hot-spot stress approach, and its long term distribution is specified by Weibull distribution. Fatigue damage of selected critical details is calculated using mathematical formulation of simplified fatigue assessment procedure of Common Structure Rules (CSR).

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43

Grupa, Pulska. "Autonomy will not be given, it must be created!" TERRITORIO, no. 56 (March 2011): 87–90. http://dx.doi.org/10.3280/tr2011-056013.

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This text, by the Pulska Grupa group of activists, describes the socio-political and community conditions in Pola on the Adriactic coast of Croatia. Its objective is to grasp specific local transformations in a very broad geo-political context. The temporary reuse methods and projects initiated by associations, artists, architects and activists in some of the abandoned spaces in the huge military naval arsenal, such as the Casoni Vecchi fort, the Karlo Rojc barracks, the former sheds, the military warehouses and the buildings on the Katarina-Monumenti Island area are exemplary of a new model for the self-management of space, the ‘komunal'. Those of the Pulska Grupa use this term from Istrian dialect to mean ‘common land', belonging to the commons, not governed by the state and given to the community as land for experimenting with local activities, dreams and desires.

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Frisch, Franz A. P. "Design/Production Integration and the Industrial Structure." Journal of Ship Production 10, no. 02 (May 1, 1994): 82–89. http://dx.doi.org/10.5957/jsp.1994.10.2.82.

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The naval architect or the designer is considered as the integrator of countless subsystems into the system—called the ship. In order to integrate, he must have in the design phase the freedom to communicate with all levels of production. This communication is the prerequisite to a successful design/production integration. The freedom to communicate can be fostered or impeded by the industrial structure. The structure itself is driven by the economy of scope and scale and by legal requirements expressing views on competition and/or cooperation. The impact of structure and law on communication is sketched in comparative form for the American on the foreign shipbuilding industry. The scope of this paper is restricted to fundamentals.

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Thiesen, William H. "Temple to the Wind: The Story of America's Greatest Naval Architect and His Masterpiece,Reliance." History: Reviews of New Books 34, no. 2 (January 2006): 41–42. http://dx.doi.org/10.1080/03612759.2006.10526777.

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Grannemann, Fritz. "SWATH- A new concept for the Safety and Security at Sea." Ciencia y tecnología de buques 8, no. 17 (July 8, 2015): 47. http://dx.doi.org/10.25043/19098642.120.

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SWATH means Small Waterplane Area Twin Hull and is guarantor for excellent sea keeping behaviour.The basis of this ship type was born in the 1960’s and 70’s when semi-submersible vessels were introduced to the offshore market. Naval architects developed these vessels further and it was used as navy test craft, pilot tender, yachts, passenger boats etc.The German Shipyard Abeking & Rasmussen has more than 100 year of experience in innovative ships and designs. Since 1999 more than 20 SWATH vessels like pilot tender, pilot station vessel, explorer yacht, wind park maintenance tender, offshore patrol vessels and a hydrographical research vessel were built.This paper should give an insight to the SWATH technology and the implementation in the market. Different applications and ideas will be shown. Whatever you need - a navy ship, a workboat, a multipurpose platform a ferry or a yacht – there are many possibilities.

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Barham, F. Baxter. "The SNAME Ship Production Committee—Overview." Journal of Ship Production 1, no. 01 (February 1, 1985): 29–53. http://dx.doi.org/10.5957/jsp.1985.1.1.29.

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The Society of Naval Architects and Marine Engineers formed its Ship Production Committee (SPC) in 1970 to address research and development in the ship production field. The Merchant Marine Act of 1936, as amended in 1970, charged the Secretary of Commerce to "collaborate with … shipbuilders in developing plans for the economic construction of vessels." The Maritime Administration selected the newly formed Ship Production Committee to provide industry management and technical input. The resulting cooperative effort has become known as the National Shipbuilding Research Program (NSRP). This paper provides a brief history of the SPC and the NSRP, notes the growing need for technical input to the program and shows how the SPC is changing to meet evolving ship production research demands and opportunities. Appendix A lists projects underway and planned. Appendix Β is a listing of project reports covering work completed under the National Shipbuilding Research Program.

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Kraine, Gilbert L., and James R. Wilkins. "Defining the Shipyard’s Engineering Requirements." Journal of Ship Production 9, no. 04 (November 1, 1993): 224–30. http://dx.doi.org/10.5957/jsp.1993.9.4.224.

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It is customary for a shipyard to subcontract with one or more design agents for at least some portion of the detail design of a ship to be constructed by the shipyard. Experience with this process has demonstrated that it has the potential to be the source of inefficiencies, wasted efforts and deteriorated relations between the shipyard and design agent. The Society of Naval Architects and Marine Engineers Ship Production Committee Panel, (SP-4), Design/Production Integration, sponsored a project to improve this process. This effort developed a list of the information which should flow from a shipyard to a design agent in order for the design agent to generate the calculations, drawings, and other deliverables in a timely fashion and usable format to support the construction effort. This paper describes the methodology used to develop the required information and reviews the details of the list

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Chirillo, Louis. "Product Work Breakdown: The Challenge to Production and Design Engineers." Journal of Ship Production 5, no. 02 (May 1, 1989): 110–14. http://dx.doi.org/10.5957/jsp.1989.5.2.110.

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In response to a request from the Australian Department of Defense (Navy), a product work breakdown (zone logic) was reintroduced into Australia in the Spring of 1988 for the benefit of the consortiums which are competing for the $5(A) dollar ANZAC Frigate Program. At the same time, this brief paper advised Australian naval architects and shipyard managers at large of the improved quality that is inherent in the application of zone logic, particularly for warships, and of what is required of designers. Special note is made of the need for professional and decentralized production engineering upon which product-oriented designers are absolutely dependent throughout all phases of the design process. A surprise for most readers, including some in Australia, is reference to the technical cooperation agreement which resulted in product-oriented shipbuilding in an Australian shipyard "a decade before" the same logic revolution started in North American shipyards.

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Doan, Thien Minh, Khoi Nguyen Nguyen Tran, Tuan Dinh Le, Cang Trong Vo, and Chung Quang Dinh. "SHIP ASSEMBLY DESIGN BY 3D MODELING." Science and Technology Development Journal 14, no. 4 (December 30, 2011): 53–64. http://dx.doi.org/10.32508/stdj.v14i4.2007.

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Since Vietnam began to open up to the outside world in the 1990s, its national shipbuilding industry has witnessed great development. So far it has assumed a share of the international shipbuilding market. To build ships for foreign custumers is obviously more complicated than for dosmetic shipowners. Nowadays, the computer technology has been advancing greatly. So, to compete with foreign designs, we have also devised a strategy to develop its techniques and technology by acquiring the latest software from advanced shipbuilding countries like United States, Europe, Korea, Japan, China, … Among the special modern softwares – Plant Design Management Systems (PDMS) is a new trend in the shipbuilding industry. Indeed, the naval architects and marine engineers can design, modify, manage hull construction and outfitting their database on the 3D object with its … and their drawing travelled directly to CNC machines. All in all, we have little time to catch this new techniques of the global. This is both a challenge and an opportunity to the national shipbuilding industry.

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