Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan - Dec 2014
hazardous substances and the engine crew members becoming injured.
Developments opportunity
environment addressing
immersive virtual environment technology have created an
in simulation-based for the maritime
technology operational
is Virtual predominately aimed at
familiarization training. However, virtual environment technology has the flexibility and accuracy to
safety and workplace be
employed as a preliminary ship design support tool for engine room operations. This would facilitate early involvement of the crew in the design process, their practical experience and expertise informing an optimisation of
prototyping and industry.
Human Factors approaches can significantly reduce through life design costs of vessel and systems. Ship design still focuses on technical solutions, neglecting human aspects associated with crewing and procedures until a very late phase in the design/engineering process. Manning issues are usually regarded as the responsibility of the end-user usually relating to accommodation and other associated
facilities. In the maritime industry, the environment. Implementation of a
virtual environment training system would also enable trainees and current crew to acquire the skills, experience and proficiency within their job and work environment, providing a more effective training platform educational experience [34].
and
There is great potential for the application of virtual environment applications within the marine shipping industry as a design aid for subject matter experts to evaluate ship designs virtually prior to ship construction. Simulation-based prototyping has the potential to bring attention to human factors and ergonomic concerns, highlighting the importance of integrating these issues into the design of the engine department. It also gives an opportunity to take into consideration developments
and changes in work
technological procedures.
Employing human factors design considerations through simulation-based prototyping early in the ship design process can also facilitate constructive feedback from crew members and other stakeholders to ensure that the design of the ship meets and supports the needs of modern ships and its crew. Existing features of virtual environment technology can be exploited to include human factors into the design process and facilitate preliminary ship engine room design and evaluation. Such features include: accurate
visualization,
customization, flexibility, ease of use, realistic interaction and simple communication platform (Figure 8) [34].
incidents and accidents in the Maersk shipping company decreased by a third (from one major accident per 30 ship years in 1992, to one per 90 ship years in 1996) after the introduction of Bridge Resource Management (BRM) training. Furthermore, in 1998 insurance premiums were lowered by 15%. This reduction was directly attributed to the effects of enhances BRM and simulator training [35].
2.0 STATE OF THE ART
2.1 ADVANCED MARINE PLATFORMS AND STRUCTURAL DESIGN OPTIMISATION
A critical factor in Marine Design is the innovation of platform technology to provide opportunities for design. In examining the effect of bow shape on the seakeeping performance of a fast monohull, Keunig, Toxopeus and Pinkster [36] carried out computational analysis on the three
designs to evaluate their hydrodynamic
performance. The results of the comparison between these three designs, (with this increasing change in bow shape) show the AXE Bow to have a significant reduction in the vertical acceleration of the wheelhouse. Pronounced reductions (50%) have also been found in the extreme peak values at the bow. This leads to less slamming and therefore lower slam forces which is beneficial to the construction of the ship as well as the perception of the crew when sailing her. There was only a small increase in the heave and pitch motion of the AXE Bow when compared with the other ones, which was to be expected. The results of extensive towing tank measurements with the AXE Bow model and the same model with a conventional bow were compared by Keunig, Pinkster and van Walree [37]. From the results of these tests it may be concluded that the application of the AXE bow concept shows very good promise for optimizing the seakeeping behaviour and operability of fast patrol boats in a seaway. The peaks in the vertical accelerations in the head seas conditions are some 40% lower with the AXE bow. Although roll and yaw do increase with the AXE bow concept there appears to be no increased
tendency instabilities in following and stern quartering seas.
Figure 8: Features of virtual environment technology [34]
The Ulstein x-bow is a backward-sloping bow that starts at the extreme front of the vessel. This results in a continuous and sharp bow shape, which smoothly divides both waves and calm water. Increased volume above and up front allows the vessel to efficiently respond to large waves. In a comparison study between an X-BOW short sea container vessel and an equivalent container vessel with a conventional
bow under expected service
for broaching and/or course
©2014: The Royal Institution of Naval Architects
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