Keelman H.,SARC B.V. |
Van Der Zee J.,Conoship International |
De Jonge T.,Numenek Centrum Oroningcn B.V.
RINA, Royal Institution of Naval Architects - International Conference on Computer Applications in Shipbuilding 2015, ICCAS 2015 - Papers | Year: 2015
This paper describes a ship design system originating from a collaborative effort in the Netherlands. Arising from a 2008-2011 I)utch development program, a pilot case was implemented where a general CAD program (Eagle, as used by Conoship) collaborated with a specific ship design program (PIAS by SARC). In 2013, this experiment was further enhanced by adding a CAI system (NUPAS-CADMATIC by NCG) into the loop. The paper explains the background, the results and envisioned future. Our experience indicates that coupling dedicated software packages is a better strategy than trying to develop monolithic "one code fits them all" ship design software. Or in shoit cooperation beats integration. © 2015: The Royal Institute of Naval Architects.
Bons A.,MARIN Maritime Research Institute Netherlands |
Koelman H.J.,SARC BV |
Oers B.J.V.,NL MOD |
Takken E.H.,NL MOD
RINA, Royal Institution of Naval Architects - International Conference on Computer Applications in Shipbuilding 2011, Papers | Year: 2011
This paper reviews the state-of-the-art Innovera design platform by means of a conceptual naval ship design case. The platform is a result of the three-year Dutch Maritime Innovation Platform project Innovero, which improves conceptual ship design by enabling the early stage application of advanced prediction tools. The major components of this system are discussed in this paper. The first is the Innovero Design Server, which enables concurrent use of design tools and knowledge in discipline-oriented knowledge systems or 'agents'. The second component is a method for the modelling of the internal geometry of the ship. This tool bridges the duality between volumes (spaces, compartments) and planes (bulkheads, decks). Both components were tested by The Defence Materiel Organisation to enable early stage assessment of intact and damaged stability, a crucial design driver for warships. The application illustrates how it improves the quality of the conceptual design process and reduces time-to-market for new designs. ©2011: The Royal Institution of Naval Architects.
News Article | November 30, 2016
I’ve been living and working in Aleppo since last December. It’s a city that has seen death and destruction on a grand scale, with a long-suffering population who are weary after years of war. From the beginning of the Syrian war this ancient city, inhabited for over 4,000 years, has been one of the frontlines of the confrontation. But the people here are remarkably resilient. Every day I am amazed by their ability to carry on. We are currently trying to access communities in eastern Aleppo. We have not been able to access that part of the city since April. Around 20,000 people have fled the intense fighting there over the past 48 hours. Front lines are changing rapidly and people are desperately trying to find safety. For those left behind, the situation is dire. Few healthcare facilities still function properly and even if they do – many people are too scared to go to them for fear these buildings will be attacked. Schools are under fire (they are in Western Aleppo too) and as temperatures drop there is a daily struggle to find food. Winter is really closing in. Our office is in western Aleppo and things are bad here too. The big upsurge in fighting here over recent weeks has left us all in shock. Frightening explosions mean the noise, the smell, the ferocity of the conflict is inescapable. It is all around us. This is why, from the moment you wake up, you never quite know what the day will hold. After a quick breakfast I go to work at around 08.30. We have a planning meeting to review ongoing activities and decide what the main priorities are for the days and weeks ahead. I’ve been with the International Committee of the Red Cross (ICRC) for around ten years. I work on projects that provide food and essential needs to families across the city, on both sides of the front lines. I might pay a morning visit to one of Aleppo’s collective kitchens, mostly run by local charities but supported by the ICRC and our national society partner in this country, the Syrian Arab Red Crescent (SARC). These kitchens are a sight to behold. Hot and busy, they are full of energetic staff, working flat out to feed many of Aleppo’s people on an industrial scale. Some kitchens can feed up to 30,000 people a day, a vital service in a city where the basics like milk, meat and cheese are more of a dream than a reality for many. The meals are cooked and then dispatched to distribution points further afield. I recently talked to a young boy at one of the kitchens. About 13 years old, he stood there quietly, hoping for some hot food for his family. He managed a brief smile, speaking softly as he told me about his ‘new’ family home: One of the many collective shelters in Aleppo, in schools, mosques or unfinished buildings. No electricity or gas means no heating or light. There are sometimes two or three families to a room. This winter, once again, I’m sure I’ll see families burning rubbish to try and keep warm. We help by installing toilet facilities and power generators. But cooking gas is so expensive and hard to find, we need the collective kitchens. So I could see in this boy’s eyes what it meant for him to be standing here, lining up for hot food. He did this six days a week because this queue was, quite literally, a lifeline. We make our way through the busy streets, onto the next job. A few weeks ago I went to visit a young father of two. A tailor who lost his lower leg in a mortar attack and was scared he would lose his livelihood too. He has been helped by our physical rehabilitation centre, for the weapon-wounded from across Aleppo regardless of how or where they were injured. He now has fabric, a workshop and staff. He no longer needs outside financial help. There are others just like him. Aleppo citizens – blacksmiths, bakers or grocers – all amputees who have endured terrible suffering but who have fought back, with their dignity intact. In my spare time, I do some exercise. Aleppo is no runners’ paradise, but I manage 5km a day on our small gym machine, to help me unwind. Dinner is often soup and fruit. I’m normally in bed by half past ten, hoping it will be a quiet night. I drift uncomfortably off to sleep. Knowing that tomorrow will yet again test the people of Aleppo and their resilience. Hoping for the sake of everyone across this deeply divided and damaged city that someone, somewhere will find a path to peace. Imran Mehmood works for the ICRC in Aleppo, Syria
Koelman H.J.,SARC BV
CAD Computer Aided Design | Year: 2010
In this paper, an industrial application of CAD is presented, which concerns the measurement and re-engineering of the shape of a complete ship hull and of ship's parts, which is a frequently recurring task in the shipbuilding and ship repair sector. In order to choose the most appropriate measurement method, several typical aspects of our object of measurement, such as its size, possible obstructions and poor accessibility, have to be taken into consideration, and we concluded that photogrammetry would be the most flexible method. One of the considerations in this respect was that with photogrammetry not only the 3D geometry can be measured, but that also topological properties will implicitly be taken into account, thanks to the fact that a human is interpreting and processing the photos. So a re-engineering system was developed, which consists of two major parts: the shape processing software and the photogrammetric measurement, which are tightly coupled. This system has proved to work fine for large-scale 3D objects, however, additionally, from the ship repair practice the question arose for the measurement of flat construction elements. For this purpose, an alternative and much simpler system was developed, strictly aimed at the measurement and further processing of flat steel parts. For both methods, the practical applications and best practices are presented and discussed, and a tentative economical evaluation has been composed which shows that the proposed method is cost-effective. Finally, the general conclusion is drawn that the proposed photogrammetry-based system is quite versatile and applicable, although there are also points of concern or attention, such as the required space around the object, the aspect of sufficient light and visibility, camera calibration and the required skills of the users. The proposed method could benefit from further research in areas such as the optimal placement of a minimum number of landmarks and integration of laser-sensing and photogrammetry. © 2010 Elsevier Ltd. All rights reserved.
De Koningh D.,SARC B.V. |
Koelman H.,SARC B.V. |
Hopman H.,Technical University of Delft
Journal of Ship Production | Year: 2011
Conventionally, the rooms and spaces of a ship are either modeled as volumetric entities, or with the aid of bulkheads and decks. According to our knowledge, no simple representation exists where both entities can be modeled independently, and where automated conversion from one view (volumetric) to the other (planes) is possible. This paper introduces a simple yet effective approach, where a ship designer can mix the use of volumes and planes in any fashion. Furthermore, this modeling method is applied in a novel tool to manage ship subdivision constraints. As quite a few numerical constraints are known a priori, they can be defined in a list and assigned to specific subdivision elements. Examples are bulkhead locations or required tank volumes or deck areas. A constraint management tool is developed that evaluates the ship layout design during the design process. The designer will be able to modify or add constraints, and the tool will support the designer by managing these constraints during the design process. If the hull form changes, all submitted rules will be updated according to the new main particulars. If one of the constraints does not comply, an adjustment or alternative can be chosen at that moment and the impact of this change is directly visible. The designer can also ask the tool to provide a ship layout design that complies best with the constraints entered. When the Constraint Management program is used, a feasible ship compartment design can be made in a quick manner and the designer is kept from making errors. This means that a correct ship layout model is available on which probabilistic damage stability calculations and weight estimations can be performed in an early stage. This method has been implemented in a computer program, so actual design examples are discussed.
Veelo B.,SARC B.V. |
Koelman H.,SARC B.V.
Ship Technology Research | Year: 2011
There is a limit to how far an application program can evolve in incremental steps. At some point in time, progression requires radical changes: a new generation that parts with the limitations of its legacy. In our case, due to richness in features, a complete rewrite of our hull design software would lead to an unattractively long down-time, which is why we have pursued a more efficient allocation of our programming resources. This is the report of an approach in which we keep both the production version and the development version fully functional within the same executable, providing a non-disruptive transition from one application generation to the next, while building on proven foundations.
Koelman H.J.,SARC BV |
Veelo B.N.,SARC BV
CAD Computer Aided Design | Year: 2013
In a recent special issue on ship design of this Journal the applicability of NURBS surfaces for ship hull representation was commented upon, as part of a review of challenges. The authors rightfully point out that NURBS do have their problems when applied to ship hull modelling. The review mentions T-splines as a promising solution, and concludes that the development of applications that address the NURBS limitations remains a challenge. However, just lifting out T-splines as the only solution can be considered to be a bit meagre, because many more alternatives have been proposed in the literature over the years. In addition, applications for ship design that overcome the limitations of NURBS surfaces do exist and are being applied in the maritime industry. As an extension to the special issue paper, in this short technical note the NURBS deficiencies are put into a context, and other potential solutions besides T-splines are summarized. It is illustrated that a viable alternative is offered by a hybrid representation method, comprising elements of a solid model and transfinite interpolation of an irregular network of curves, combined with curve fairing functionality. Because no single method is superb, suggestions for further research are formulated at the end of this note. © 2013 Elsevier B.V. All rights reserved.