all the properties of such visual precepts. Even when left vague, it shows the vagueness with a desirable precision. It persists objectively, while mental images are dependant on the wilfulness of the mind, which makes them come and go. Although the sketch stands for a passing stage of the design process, it stops that process and makes the designer examine at leisure what has been done and in what direction the further work must proceed”. [1]
6. CAD AND VIRTUAL MODELLING
Modern CAD programmes are extremely sophisticated, allowing the production of photorealistic imagery by many who have not had the benefit of art/design training. The author considers many images produced lack visual conviction and quality in direct relation to the artistic skill of the operator.
We believe developing manual skills in sketching and drawing are an essential, and indispensable, aspect of training for the marine designer if they are to articulate, develop, express and communicate their ideas. They may develop these ideas in embryonic form or to an advanced state before moving into virtual modelling, but the image then
takes on a very concrete
Figure 13. Sketch drawn over CAD generated block diagram. (© Boating International)
form assuming a
photorealistic character which the observer (client) tends to accept as a fully resolved form.
This is a singular disadvantage at the early conceptual stages of design, especially as the marine designers methodology often uses the sketch as a means of drawing out responses
from the client,
where the design brief (if one is provided!) lacks detail, and where a client is operating on vague and undefined “feelings” or intuitions.
A major advantage of developing manual skills is it helps a student develop a “feel” for three dimensional shapes; their visualisation skill develops as they “move” through the process of developing a form, not only purely visual forms but also forms that are performance based such as hullforms-lines plans, and superstructures. On interior spaces the
same applies in relation to dealing with
complex curvilinear spaces and transitional spaces between decks and living or work spaces. But probably the most powerful and economic approach is to use a combination of virtual block modelling and manual sketching as suggested by Figures 13 and 14.
7. DEVELOPMENTS IN QUANTITATIVE DESIGN AUTOMATION
A great deal of work in being done on the optimisation of all aspects of quantitative design, with a view to eliminating the guesswork that often occurs, as most types of pleasure craft and racing yachts do not have budgets large enough to allow the designer to explore as wide a range of options as would be ideal. The final
particularly important
Figure 14. Sketches drawn over CAD generated block diagram. With initial roughs of layout (© Boating International)
designs are usually based on as many iterations and variations as the budget will allow, the final design being selected on the basis of as deep an analysis as the budget allows backed by the designer’s experience.
By optimisation the author considers this indicates that the primary objective is the removal of any ambiguities or uncertainties in the design. Interestingly however the designer and/or
client still has to determine the
parameters that are used in the programme. In a high performance minimum condition design, such as an Americas Cup yacht, these will be clearly defined. But in the case of many cruising or pleasure
boats, while
physical performance is essential, the human values and attributes, including emotional and symbolic aspects are vitally important. These are less easily defined and met.
The implications of the automation of quantitative modelling for minimum condition designs are substantial and exciting new developments in software for minimum condition design utilising automation are listed below[8, 9, 10, 11].
B-28
© 2008: Royal Institution of Naval Architects
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