Lockport, LA, United States
Lockport, LA, United States

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Yang Y.-P.,Edison Welding Institute | Castner H.,Edison Welding Institute | Dull R.,Edison Welding Institute | Dydo J.,Gatekey Engineering, Inc. | And 4 more authors.
Journal of Ship Production and Design | Year: 2014

Weld shrinkage data models were developed for thin uniform and complex ship panels to predict in-plane shrinkage. The complex features in the thin panels include cutouts, inserts, multiple thicknesses, and nonrectangular-shaped panels. By analyzing the measured data, it was found that there was no clear indication that a cutout affected the overall panel in-plane shrinkage, although it induced more out-of-plane distortion. It was observed that the inserts induced additional butt joint across-weld and along-weld shrinkage and did not affect the fillet-weld shrinkage. The weld shrinkage data models were embedded in Microsoft Excel spreadsheets for ease of use. The spreadsheets permit the user to input the panel design parameters including material type, plate thickness, stiffener shape, spacing, and length, and overall panel dimensions as well as complex-panel features that include inserts, multiple plate thicknesses, and nonrectangular-shaped panels. The user can also provides fabrication details such as the welding process, weld sizes, welding parameters, and the use of fixtures.

Yang Y.-P.,EWI | Castner H.,EWI | Dull R.,EWI | Dydo J.R.,Gateway Inc. | Fanguy D.,Bollinger Shipyards Inc.
Journal of Ship Production and Design | Year: 2013

A weld shrinkage prediction model was developed for thin uniform ship panels to predict in-plane shrinkage. The weld shrinkage prediction model consists of a series of empirical equations developed by analysis of shrinkage data from welded panels fabricated in the shipyards. These panels ranged in thickness from 3 mm to 9.5 mm and were welded with processes including submerged arc, flux cored arc, and gas metal arc welding. All fabrication data were carefully recorded using practices that were common over each of the shipyards. Measurements of the panels were made throughout each step of fabrication to provide accurate weld shrinkage data. The data were then analyzed by regression analysis to produce equations that permit the calculation of weld shrinkage based on the conditions used for fabrication. These shrinkage model equations were embedded in a Microsoft Excel spreadsheet for ease of use.

Dlugokecki V.,Franklin Square Group | Fanguy D.,Bollinger Shipyards Inc. | Hepinstall L.,Hepinstall Consulting Group | Tilstrom D.,Strategic Project Solutions Inc.
Journal of Ship Production | Year: 2010

In April 2008, NSRP awarded the project entitled "Customization of Web-Based Planning and Production Engineering Technologies to Support Integrated Shipyard Work Flow," a collaborative research project that included Bollinger Shipyards and Atlantic Marine-Mobil. The purpose of the project was to develop and validate a project management approach to shipbuilding and ship maintenance through the delivery of a web-based production and engineering management tool tailored to the needs of this industry along with a reliable, exportable implementation process using planning and production engineering methodologies. This project was designed to enable shipyards to achieve reduction in project costs and cycle time through project standardization and the ability to perform rapid replanning while maintaining alignment of all project stakeholders in real time. The project enabled the shipyards to bring forth quantifiable improvement opportunities that reflected the biggest impact on project delivery. This paper shares insight into the key findings derived through this transformational body of research, as well as provide an understanding of the robust process used to implement the shipyard-specific web-based project solutions in shipbuilding and ship repair project environments. The paper also provides a quantification and appreciation of the resulting cost benefits experienced by each of the participating shipyards. New construction programs in each of the shipyards enabled real-time metrics to be captured, illustrating the achievement of cost reduction opportunities resulting from this project.

Yang Y.P.,Edison Welding Institute | Dull R.,Edison Welding Institute | Castner H.,Edison Welding Institute | Huang T.D.,Ingalls Shipbuilding | Fanguy D.,Bollinger Shipyards Inc.
Welding Journal | Year: 2014

High-strength steels have been increasingly used to reduce thickness and weight in cars, trucks, cranes, bridges, ships, and other structures that are designed to handle large amounts of stress or need a good strength-to-weight ratio. However, thinner structures are more likely to deform during welding because of a lack of rigidity. Welding shrinkage and distortion become major issues during fabrication of welded structures made of high-strength steels. Manufacturers are interested in estimating shrinkages and compensate for them by starting with bigger parts. However, there are no accurate empirical formulas to calculate weld shrinkage for thin structures made of high-strength steel since the weld shrinkage allowance data and formulas developed by world-wide researchers are primarily for thick plate and low-strength steels. The effects of material strength and heat input on in-plane shrinkage and out-of-plane distortion were studied by welding and measuring 44 small-scale panels in the laboratory. It was found that in-plane weld shrinkage is lower for high-strength steels (HSLA-80, HY-80, and HY-100) than for the typical hull structural steel (ABS Grade DH-36) at normal welding heat input. Higher strength HY-80 and HY-100 steels have less out-of-plane distortion than lower strength DH36 steel while HSLA-80 steel has similar out-of-plane distortion compared to DH-36. As welding heat input increases, shrinkage and distortion are increased for both lower and higher strength materials. For the same heat input, as thickness increases, both shrinkage and distortion are reduced.

Fanguy D.,Bollinger Shipyards Inc.
Marine Technology | Year: 2012

Bollinger Shipyards is scheduled to deliver the first of the United States Coast Guard's (USGC) fast response cutter (FRC) in 2012. It has recently performed sea trials on the first vessel of the class, and has started construction on the 12 additional vessel of the same design. The high performance patrol boats range in size from 87 to 179ft. in length, with top speeds ranging from 25 to 35 knots. The Bollinger design is based on the Damen STAN Patrol 4708 parent craft, a design concept that features an elongated hull form forward of the pilothouse. All dimensions below the parent craft sheer line on the FRC design remain identical to the parent craft. The FRC underwater appendages are identical to the parent craft in both type and configuration. The framing and grillage of the FRC remains the same as the parent craft with the only significant changes to structure being those to support additional subdivision bulkheads for damage stability.

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