46ste jaargang 28 sept. 1979, nr. 20
Schip en Werf - Officieel orgaan van de Nederlandse Vereniging van Technici op Scheepvaartgebied Centrale bond van Scheepsbouwmeesters in Nederland Nederlands Scheepsbouwkundig Proefstation Verschijnt vrijdags om de 14 dagen Hoofdredacteur Prof. ir. J. H. Krietemeijer Redacteuren Ir. J. N. Joustra, P. A. Luikenaar en Dr. ir. K. J. Saurwalt Redactie-adres Heemraadssingel 193, 3023 CB Rotterdam telefoon 010-762333 Voor advertenties, abonnementen en losse nummers Uitgevers Wyt & Zonen b.v. Pieter de Hoochweg 111 3024 BG Rotterdam Postbus 268 3000 AG Rotterdam tel, 010-762566*, aangesloten op telecopier telex 21403 postgiro 58458 Jaarabonnement buiten Nederland losse nummers van oude jaargangen (alle prijzen incl. BTW)
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Vormgeving en druk Drukkerij Wyt & Zonen b.v. R eprorecht Overname van artikelen is toegestaan met bronvermelding en na overleg met de uitgever. Voor het kopiëren van artikelen uit dit blad is reprorecht verschuldigd aan de uitgever Voor nadere inlichtingen wende men zich tot de Stichting Reprorecht Joop Eijlstraat 1 1 ,1063 EM Amsterdam.
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S. en W. - 46ste jaargang nr. 2 0 - 1979
T IJ D S C H R IF T
V O O R
IV IA R I T I E I V I E
T E C H N IE K
De lessen van een arbeidsconflict Op het moment dat wij dit schreven was de staking onder de Rotterdamse sleepbootmannen en havenarbeiders aan het einde van de derde week toe. De gevolgen daar van waren toen al niet meer te overzien; er werd gesproken over tientallen miljoenen schade en een woordvoerder van het stuwadoorsbedrijf Müller-Thomsen zei, dat bij deze onderneming 300.000 tot 500.000 gulden per dag aan inkomsten werden ge derfd. De actie heeft de haven juist getrof fen in haar zwakste sector: het conventio nele stukgoed. Terwijl bedrijven als Europe ContainerTerminusenMulti-Terminalshet nog min of meer konden bolwerken, omdat er toch nog gewerkt werd, kregen stuwa doors als Müller-Thomsen, Kroonvlag en Seaport, de volle laag. Juist deze bedrijven zijn uitermate kwets baar. Al vanaf 1974 is er sprake van een vermindering van het conventionele stukgoedpakket en wel van gemiddeld 17 pro cent. In 1974 kromp het in met 15 miljoen ton en in de jaren 1975 tot 1978 met ge middeld 12,8 miljoen ton. Uit de meest re cente cijfers blijkt dat de daling zich in de eerste helft van dit jaar heeft voortgezet. Deze omstandigheden spelen in een tijd, dat geen enkele serieuze stuwadoor het zich kan veroorloven om het pakket maar op te geven; de aan- en afvoer van break/bulk is nog altijd zeer aanzienlijk en zal vermoedelijk in de naaste toekomst op een bepaald peil stabiliseren. Rotterdam mag het zich niet veroorloven om deze sec tor te laten schieten; de haven zou een groot aantal klanten permanent verliezen. Ondertussen is voor de stukgoedbedrijven van alle kostencomponenten de loonfactor met 75 procent wel de grootste en juist dit percentage heeft een sterke relatie met de tariefontwikkeling voor het laden en lossen. Met deze tarieven is het trouwens ook al zonder de staking zorgwekkend gesteld. De tarieven konden in Rotterdam maar ma tig omhoog gaan, teneinde de internatio nale concurrentiepositie niet te veel aan te tasten. De stijgingen voor de laad- en los gelden beliepen in 1977 5 procent, tegen over 9,5 pet in Hamburg en 8,6 pet in Ant werpen. In 1978 voerde Rotterdam deze tarieven op met 7,75 pet, vergeleken met
8,3 pet in Hamburg en 8,75 pet in Antwer pen, Dit jaar bedroeg de tariefverhoging in Rotterdam vijf procent, tegenover 6 pet in Hamburg en 5,66 pet in Antwerpen Gerelateerd aan de loonkostenontwikke ling van dit jaar valt onmiddellijk de enorme discrepantie op met de tariefontwikkeling. Krachtens het zogenaamde april-akkoord gingen de lonen in Rotterdam dit jaar met acht procent omhoog en in september werd met de vakbonden een principeakkoord bereikt over een stijging van nog eens 5 procent, totaal dus 13 procent in een jaar tijds. Vpor de conventionele stukgoedsector betekent dit in geld uitgedrukt een stijging van 70 miljoen gulden aan loonkosten per jaar. Deze zeer sterke kos tenstijging zal tariefaanpassingen noodza kelijk maken. Dit nu brengt weer ernstige gevolgen mee voor de werkgelegenheid, omdat de stu wadoors nu eenmaal niet ongestraft hun kosten op de klanten kunnen verhalen. De afschuwelijke vicieuze cirkel waarin men verzeild dreigt te geraken is dan dat bo venmatige tariefstijgingen de concurren tiepositie van Rotterdam in ernstig gevaar brengen, omdat de reders er de voorkeur aan zullen geven om naar een goedkopere haven te gaan. Dat draait dus neer op ver lies van werkgelegenheid. Maar houden de stuwadoors daarentegen de stijging matig, dan zullen zij op de een of andere manier zelf de 70 miljoen loonkostenstijging moe-
Inhoud van dit nummer: De lessen van een arbeids conflict Theory and practice in ship design Eerste reactie op het artikel: ’Enkele gedachten over de Nederlandse motorenindustrie’ Nieuwsberichten
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ten absorberen en dat betekent dan weer dat reserves worden aangesproken, de nodige investeringen niet meer kunnen worden uitgevoerd, de stuwadoors dus op de essentiële punten bij hun buitenlandse collega’s ten achter blijven en zodoende opnieuw in een positie worden gedreven, waarin zij niet langer werk kunnen ver schaffen. De heer F. Kuiper van Multi-Terminals, kan aan dit verhaal nog toevoegen, dat geen enkele stuwadoor zodanige arbeid ver richt, dat hij uitsluitend conventioneel ver werkt. Zijn outillage moet bijvoorbeeld wel degelijk op de behandeling van eenheids lading zijn ingesteld. Hij spreekt in dit ver band van een tussenfase in de volledige overgang van conventioneel naar een heidslading, waarbij men niet in eerste in stantie aan de container behoeft te denken. Hoe dan ook, een stuwadoor met dit werk terrein zal eensdeels worden geconfron teerd met de al genoemde loonstijgingen, en anderdeels met de absolute noodzaak om zijn areaal aan de tussenfase aan te passen. Verzuimt hij, of wordt het hem on mogelijk gemaakt om in deze tussenfase te investeren, dan mist hij ook de eindfase en kan hij, populair gezegd, zijn handel wel oppakken. In de donkere dagen van de staking zei Kuiper, dat er in het verleden ’wel meer havens zijn verdwenen, die ergens niet meer mee konden’, en hoewel wij niet ge neigd zijn om de zaak nu zó pessimistisch in te zien, is het duidelijk, dat hier een le vensgevaarlijk spel is gespeeld, als men het tenminste spel mag noemen. Rotterdam, aldus Kuiper, is een dure ha ven en gelukkig Is er altijd het voordeel
Nieuwe fabriek van Bioksma geopend Op 13 september vond de officiële opening plaats van Bioksma B V. Almere. Daarmee is de integratie van de voormalige produc tiebedrijven te Diemen en Zutphen een feit geworden. Bioksma B V. maakt sedert 1977 deel uit van de Blackstone Sweden Group en vormt in die groep van specialisten op het gebied van warmtewisselings-apparatuur de ontwerp- en productie eenheid voor warmtewisselaars voor industriële toepas singen. Als producent van warmtewisse laars voor compressoren, voor de chemi sche- en petro-chemische industrie, als mede voor algemene industriële toepas singen, zal Bioksma tevens een begrip blijven voor scheepsbouwers en de mo toren- en turbinefabrikanten. 410
geweest, dat de lijndiensten op deze plaats een bijzonder hoge frequentie hebben. Door anderen is wel eens gesteld, dat Rot terdam eigenlijk niets zou kunnen overko men, omdat, wat er ook gebeurt, de haven altijd haar onvergelijkbaar goede ligging zal behouden. Maar dit is een uitspraak uit de tijd toen de haven het zich nog kon veroorloven een zelfgenoegzame houding aan te nemen. Men heeft in Rotterdam sindsdien wel geleerd wat kwetsbaarheid is. Het stakingsgewoel heeft deze kwetsbaar heid op onbeschaamde wijze tentoonge steld: de perikelen hebben veel belangrijke bedrijven in de rode cijfers gejaagd en aangezien niemand een zaak van filantro pie kan laten voortbestaan, blijft voortdu rend het gevaar bestaan, dat een onderne ming weigert het ene verlies na het andere te incasseren en de bijl er bij neerlegt. Het is bijzonder ongelukkig, dat het conflict zich voordeed in een tijd toen er na de depres sie juist weer wat bemoedigende ontwikke lingen op gang leken te komen. Waar schijnlijk is de lichte opleving echter in de ogen van de stakers juist een teken ge weest, dat zij zich niet langer aan het parool van de matiging behoefden te houden. Als men ervan uit gaat, dat elke gebeurte nis een les voor de toekomst inhoudt, mag de vraag worden gesteld wat we in de toe komst met z’n allen moeten doen om iets dergelijks te voorkomen. Maar laat de kwestie zich zo eenvoudig analyseren, dat we meteen de vinger op de zwakke plek ken in het systeem kunnen leggen? Kun nen we snel en efficiënt vaststellen, dat het op een bepaald aantal plaatsen mis is ge gaan en dat alles wat we voortaan moeten
doen is te zorgen, dat het daar in de toe komst beter functioneert? Of houden we het er op dat de staking een van die talrijke gebeurtenissen was, die te pas, maar meestal te onpas, onder invloed van een complex van factoren, de menselijke sa menleving, nu eens hier, dan weer daar, soms op grote, soms op kleine schaal, in beweging brengt? Het heeft, dachten wij, weinig zin om de kwestie al te akademisch te stellen: in de scheepvaart is men veel te pragmatisch ingesteld om met een leerboek over socio logie en human behaviour’ in de hand het falen van het systeem op te sporen. De praktijk gebiedt ons, dat we beginnen met de communicatiekanalen open te houden en waar noodzakelijk, nieuwe te openen. Een ruime gedachtenwisseling kan er toe bijdragen om de oordeel- en besluitvor ming te verfijnen. Daar heeft het, dachten wij, toch wel aan ontbroken. En als we stel len dat de stakers misleid zijn geworden, dan is het zaak om te zorgen, dat er een antibioticum wordt gevormd, dat krachtig genoeg is om deze misleiding te neutralise ren. Vooral de gevestigde vakorganisaties zouden zich over de problematiek moeten buigen: voor hen immers is de actie in eer ste instantie een gezagscrisis gebleken, waaruit, als we de tekenen hebben begre pen, een prestigeverlies is voortgevloeid. Het kost tijd om dit prestige weer op te vijzelen, maar het is volstrekt noodzakelijk dat dit op zo’n kort mogelijke termijn ge beurt. De J.
THEORY AND PRACTICE IN SHIP DESIGN* By Prof. Dr. Ing. C. GallirT* Summary
The aim of the paper is to give evidence concerning the discrepancies existing between theory and practice in ship design. The author tries to win some perspective when dealing with the subject; he considers the ship design as an applied science, whereby the relative importance of things has to be at first respected. In the paper an effort is being done to analyse the definition o f ship design, with distinction being made between present design practice and advanced ship design. The economics are seen as a criterion 'sine qua non' in modern and advanced ship design. At the same time the difficulties involved when dealing with economics in ship design, such as divergency of interests, communication problems, lack of systematic statistics, etc., are discussed in detail. Attention is also paid to the computer as a great nondispensable help today for the ship designer, but warnings on the negative aspects and limitations of computer aided ship design are not hidden. Optimization studies are still regarded as the work of an elite, only done in special cases and the reasons why are being presented. Speaking on advanced ship design two aspects are distinguished: design objects and design methods. In the opinion of the author a certain dependency does exist and new objects enjoy practical priority. Therefore examples o f advanced ship design objects, i. e. new representative types of ships and maritime constructions are shortly illustrated and discussed. Advanced ship design may indeed be sophisticated, but also very simple, or just for the sake o f it, advanced. The creation of advanced ship designs requires knowledge and inventiveness. The importance o f inventiveness and its involvement in ship design is regarded. Finally, the best advanced ship design may grow mouldy in a desk drawer, if not strategically sold by competent people, at the right moment, with the adequate means and at the right place. Some aspects o f design strategy are commented too. The paper does not intend to discourage young engineers, but to find the truth and to help them to avoid later disappointments.
1. INTRODUCTION AND DEFINITIONS From my colleague, friend and one of the pillars of this symposium, Prof. Stian Erichsen, I understood that the present paper belongs to the group headed 'The Nature of Design’. This suggests to me that I have to behave here, if I can, more as a philosopher than an engineer, or better both of them. My paper should have an over viewing and critical character. I am delighted with this approach. We are used as designers, before starting a project, to make a survey of the situation. Design experience taught us that before becoming emerged in a work it is recommendable at first to keep some distance from it in order to gain some perspective, to be able to relativate the input data, factors and constraints, working me thods, and desired output. By this I do not mean people to do so much thinking that they do not start at all or become afraid to even do so. Designing is a mixture between thinking and acting and our time is always limited.
remark hereto that ship design is fortunately not as systematic as some people would like to have it. Prof. Rawson once said in Amsterdam [1], that too much system and order would kill the creativity. I fully agree with this statement. On the other hand, I do not intend to be a spoil sport to those trying to introduce more system in ship design. I only wish to underline, that correct recogni tion of the relative importance of things, flexibility and spontaneity are essential in ship design. The danger is namely often, that people, especially scientists, devote themselves to systematic abstract topics, things which they like to do, which are not implicit the most important or necessary. It is preferable to deal with clean intellectual work than with half logical, half empirical calculation methods. I do by no means wish to tread on other's toes, but there has been more work done on the theory of propeller design than on steel weight calculations. I am speaking here to professional peo ple, so I hope not to be misunderstood.
I graduated in 1950 and have remained for 29 years continuously involved in ship design. Being 50 years old, I theoretically have 15 more years before retiring. Two-third of my professional life is passé. This brings one to some changes in his views and approaching methods. The enthusiasm of youth gives way to a more critical attitude. Unfortunately the dynamic makes way for a more regular slower rate. Professional ambitions transform into a somewaht missionary feeling, trying to find and to spread the truth. When doing so, doubts and hesitations occur, which, by the way, is a healthy scientific attitude. Looking at the title of this paper, Theory and practice in ship design', one may sense uncertainty in it. It is indeed so. Hypotheti cally, theory and practice should go, as always so nicely said, hand in hand. But this is never entirely the case. Ship design develops these days more and more from an art to a science, but in any case an applied science, applied in a very irregular and unstable market, the market of shipping. There is a big difference between for example theoretical mechanics and ship design. I would like to
Ship design is an exciting and fascinating activity, an art between the modern techniques [2], The fascinating character of the ship design lies in my opinion in the creative nature and the complexity of this activity. You create a product, the ship or, to be modern, a maritime vehicle, which works as a well defined unit and from which under various physical, social and economical laws and constraints, certain performances are expected. These perfor mances may be deadweight, speed, cargo hold capacity, lifting capacity or many other things. The performances of one’s own design may be directly compared under equal circumstances with other existing ships or designs requiring equal expenses. In the struggle with the competition or even between one's own design alternatives you have a 'challenger and defender' spirit, common to sporting matches. Why should a horse race be more attractive,
S. en W. - 46ste jaargang nr. 20 - 1979
* Paper presented at the International symposium on Advances in Marine Technology’ in Trondheim June 15. 1979. ** Professor for Ship Design. Delft University of Technology department of Shipbuilding and Shipping.
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only because of betting or the nice ladies hats? In a ship design you can, just like in a chess game, influence the final outcome, whereas in horseracing, as a spectator at least, not. Well, what was said here to make ship design attractive can also be said for other industrial products, such as pens, clothes, furni ture, houses and so on. This is true, but like other sophisticated vehicles, such as cars and planes, a ship is a complicated assem bly in which many techniques, i.e. steel-construction, engineering, electronics, cargo handling, living comfort, and so on are concen trated within a limited space. The requirements or the performan ces of the components are mostly contradictory, seldom in one design do you have factors working in the same beneficial direc tion. So the design of a ship or maritime construction is by nature a compromise, as my predecessor in Delft, Prof. H. E. Jaeger, used to say ’a big compromise’. And here starts the mixture between sciences and art. A designer should, like a scientist, use every possible knowledge and be really up-to-date with the stand of the technique to avoid wrong decisions and to produce modern, even advanced, designs. But like in a chess game, where because of the succession of alternatives and immensity of decisions possi ble, the follow-up can hardly be programmed in advance, in the ship design too, due to the numerous and diversity of operation requirements, free and depending variables, equality and inequa lity constraints, remains enough space free for the experience, intuition and genious of the designer. Therefore and fortunately, despite of the trend to technical perfection, design of ships and maritime constructions remains a fascinating activity. My profes sion, be it good or bad, is still my hobby. 2. SHIP DESIGN TECHNIQUES When designing we can distinguish two aspects: the design me thod and the design object. We need to differentiate firstly because the problem can so be treated easier and secondly because new objects, in my opinion, impose new design techniques, a depen dency does exist. From continuous observations of shipbuilding events, I am inclined to state that up to now more practical pro gress was achieved through the design of new ship types and maritime vehicles or their equipment, than by using advanced design techniques! To be sincere again - an obsession of this lecture - in shipyard experience it is not unusual that an order is accepted, for which at that time being the techniques for design and fabrication are not yet clearly defined. Could this unorthodox procedure be caused by the former traditional handicraft character of shipbuilding? Or is it because shipping respectively shipbuilding has always been a risky enterprise with large interests involved, not to be left over to the competition? Or is this otherwise due to the fact that shipbuilding, in larger definition the marine technology, is assembly work, in which the shipyard can rely on partial design work from suppliers and so allow themselves to have black spots at an early stage in their own designs? Whatever the case, I can not imagine a present shipyard manager refusing an order because the design techniques are not yet all available. 2.1. Economical evaluations Ships, at least merchant ships, are being built today to satisfy economical needs of countries or interest groups. But also other ship types, whose services are not directly devoted to an economi cal purpose, such as naval ships, cost money to build and operate and therefore have to be economical. An economical evaluation is therefore indispensable in modern ship design. In former times it was to conquer the sea, presently the techniques are so advanced, that the sea challenge, although still dangerous, has become of secundary importance. But what is an economical ship and how does one recognize it? Here things start to diverge. The definition ’economical’ is not the same for all partners in building and operating a ship (Fig. 1). You must agree with me that shipyards are primarily interested in building the cheapest possible ship, just satisfying the shipowner’s requirements. Shipyards are 412
rather brutal in their attitude, but they are entitled to be so. Under hard competition they try to sell their products, especially nowa days, in order to survive! I have spent twenty years with shipyards and know it very well. Economical’ for a shipyard means least cost ship’ and nothing more. The shipowner in his turn has to buy and operate a ship under given conditions. To minimize the combina tion of building and operating costs, respectively to maximize the profit, is his main objective. The given conditions are dependent on trade, route, country of registration and shipowner himself. The balance between building and operation costs, but also between income and costs as a whole, changes from case to case and with time. Designers know very well that the least building-costs ship is not the cheapest one to operate and the contrary is valid too. Therefore we have to do with different economical ship design, according to various circumstances. I use to say to my students: tell me for whom and I shall show you what the appropriate design looks like! So, continuing our logic, to design economical ships for a shipowner, you have to know, as a designer, his circumstances. Risking to be cynical, but remaining sincere, I should dare to say, that in many cases the shipowner himself does not know enough about the operating conditions. He is not always to blame. That would be too simple. The building time of the ship normally takes between one half and two years. It’s operational life, depending on tax laws of the respective country, is between 15 and 25 years. If the shipowner does not sign a long-time-charter when ordering the ship - and not many are that lucky - he takes a great risk upon his company. Nobody can safely predict the future. Also the most clever shipowner can not foresee a long time in advance if a channel will be closed, oil prices suddenly increase or harvest fails, in various places of the world, for any kind of reasons. Another difficulty in collecting data on economics from shipping companies are the difficult ways in which they compile their statis tical data. It is as the building costs calculation at a shipyard, each has his method based on local tradition, specific work organiza tion, etc. An example is the shipowner s data about costs for maintenance and repairs. What is one and what is the other, where lies the limitation between them? Even with a well organized shipping company this is a problem, but what about collecting data from several companies? And which is the right scrap value of a particular ship to be included in the economical calculations? We meet in our daily work these problems and we are obliged to make all sorts of intellectual acrobatics [3]. Now continuing to be open and sarcastic. If shipowners by favour able circumstances, regular service conditions, long experience and well organized administration - by the way not generally the case —are in a position to furnish correct and complete data for the design of an economical ship, they will not always do so. This is not so negative as it may seem. Let us suppose a shipping company has built up in time, through continuous efforts and eventually at the cost of ’learning money’ a relatively good going service. Or they discovered by intuition or chance a hole in the market. Or know how for a certain trade or service, for example offshore, has been carefully built up. Why should it be spread out via shipyards to the competition? We know by experience how easily a ship designer in a shipyard can obtain - via suppliers - information about what equipment the competition has provided in their design. How proud is a shipyard to tell the shipowner X that also shipowner Y
D e f in it io n Shipyards \
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4'
4
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has paid attention to or is just studying the design in question! Drawings are usually circulating not only let us say vertically be tween shipyard and shipowner, but also horizontally between ship yards on one level and between shipowners, banks, shtpbrokers on another: (Fig. 2)
C irculation o f Designs Bank
Shiphroker
Shipyard 2
Shipyard 1
Shipyard 3
Supplier Fig. 2 Without being disobedient to our chairman, Prof. Benford, I would still like to make the remark that no perfect economic criterion and no uniformity'does exist for comparing alternative designs. The criterion used depends of course, if revenues are known or not, if the cash flow is variable or constant, if the ships have equal or inequal transport capacity or operational iife (Fig. 3). But let us say
Use o f Economic: C rite ria Revenues Known
unknown f t
zsh Flow Variable
Constant
Unequal I
Fig. 3
Equal
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in on case. i.e. for known revenues, some prefer the criterion Net Present Value (NPV), others Internal Rate of Return (IRR) for different reasons. Unfortunately the resulting optimum ship design depends also on the criterion used [4], In Delft students graduating in ship design are strongly encou raged to elaborate their graduation thesis in cooperation with a shipbuilding or shipping company or institution from inland or abroad. In this way actual tasks, realistic working methods and, last but not least, input data especially for economics can be better obtained. We often realize how difficult it is to obtain general data from shipowners, in particular economical and especially data concerning revenues. Even with the best friendly relationship and open books on the financial part, the fiscal chapter, the taxation, remained top-secret, the field of another specialist, the tax consul tant. In conclusion: By nature of things the tasks are divided and prob ably will remain so. From an enquete on the employment of gradu ates in naval architecture at the Delft University of Technology until 1973 resulted that only 6,5% of them were employed by shipping companies. Thus the number of engineers disposing of operation data of ships, if available, is also small. We may perhaps add those engineers working as consulting naval architects (9,7%), who, when consulted, may sometimes be sup plied by shipowners with business data, the total percentage still remains small (16,2%). By way of comparison, shipyards alone employed at that time 27,8% of the graduates. A large spreading of economics in ship design, from the point of view of shipowners, remains therefore a dream. However, building S. en W. - 46ste jaargang nr. 20 - 1979
costs calculation cannot be left out by anyone, neither by ship yards, as we have seen, nor by shipowners, investment together with the costs of capital play an important rote in their decisions. Does this mean that we shall dose the books on ship design economics and better go and do something else? Of course not! It was only to demonstrate our limitations as engineers. The designer must be aware of what the customer really wants, so as to best meet his needs. He must have enough knowledge of shipping economics to understand his partner, and most important to speak his language at negotiations. It strikes me how few naval architects are in the board of shipping or shipbuilding companies, probably due to their ignorance of economics. This situation should change! 2.2. Com puter Aided Ship Design A phenomenon of our time is the evolution of computer aided ship design (GASD). About 15 years ago the computer penetrated into the design offices and is today definitely established. Ship design is not any more conceivable without computer. The formidable, in the meantime fully recognized advantages of the computer, temptated some of us, in the second half of the sixties, in our enthu siasm, to try to automate the design procedure (5 to 10]. The computers, with their tremendous calculation speed and storage capacity, are ideal instruments, especially when similar design alternatives are to be carried out and evaluated by time consuming operation research and economical evaluations, it is an indispen sable instrument tor optimization studies. Strange enough the computer did not succeed in automating the design procedure, at least as tar as the preliminary design stage is concerned. So far as my knowledge extends, sophisticated inte grated programs in batch mode for preliminary ship design are more a privilege of universities and research institutes, than of design offices of shipyards. Nor are there any specialized firms known to me - and here I have to be careful - that by offering such programs have booked large commercial success in doing so. The contrary is true in the case of programs for certain calculations, such as hull lines, hydrostatics, resistance and propulsion, weights and centre of gravity, strength, vibration and so on. Nobody will do these calculations today by hand if programs are available; this still means a considerable progress. The computer has of course also penetrated into the design process itself, but has not excluded the designer, it helps him more and more to make the right decisions. We have so to speak to do with open, conversational and interac tive design models, in which the designer can interfere in the computing progress [11 to 15]. Why this different approach? The answer lies in the complexity of the ship design as well as in the instability of the shipping market. To conceive, formulate, write and test a design program for a modern ship, sufficiently sensible for optimization, taking into account all parameters and constraints involved, can according to the circumstances require one or two years of work. A time and money consuming enterprise. In the meantime the market requirements may change, thus rendering the design obsolete; oddly enough that there are those who think that shipbuilding is a grown old profession! Ship types alter, im prove continuously and new types appear. Who would have thougt some years ago of the success of ro-ro-ships with stern, quarter or slewing ramps, or of the variety of maritime constructions for the offshore industry? Problems change, variables and constraints too. Concluding, computer aided design models have, in any case, to be flexible, adaptable and preferably simple. However, the effect the computer has on our design thinking and working procedures is a considerable one. As with nearly every thing in this life, we may speak here also about positive and negative aspects. To start with the positive ones: As positive we can mention that the computer brought more order into design thinking. The flow dia grams of the computer processes were taken over to illustrate the design model and thus obliging us to better thinking from the beginning about what we are going to do. The yes or no' working 413
style of the computer helps the logic of designing. Furthermore the numerical world of the computer, the unavoidable algorithms, stimulated a more methodical ship design. Another major benefit in the design process by using computers is the decreasing importance of approximating formulae. When in possession of sufficient subroutines a designer can comfortably use them repeatedly to find an appropriate value of a parameter instead of reflecting on which formula to choose or pondering over its coefficients. For example instead of hesitating which line (of Ayre, Alexander, NSMB and so on) to choose in the formula for the block coefficient, we can easily let the computer calculate the required propulsion power for given speed, for several block coef ficients and determine ourselves, according also to other design aims such as cargo hold, container capacity, etc., which coefficient value is the best. This is a more realistic approach. The same is valid for weight calculations in place of global specific weight values; there are, in short, many other examples that could be mentioned. Another, not detrimental nonchalance, made possible by the com puter, lies in the sequence of the design steps. Formerly, an experienced designer carefully reflected about the succession in his design work to come with the least of detours, and in the shortest time, to an acceptable design. A frame sketch, for exam ple, was at the beginning sufficient to start the design, the hull lines drawing, as a time consuming delicate work, was done only when the iteration process became ripe. Today drawing the lines by computer, my students 'order' the lines in a very early stage and do not care if 3-4 hull lines are to be drawn in a normal preliminary design. It looks like a waste, but it has advantages too. Even though it may change, an early impression of, in our case the deck contours and the available space in the ship, is beneficial. The same is true for the results of other prematured partial calculations, which give an idea of the order of magnitude of propulsion power, weight, trim, stability and such like. But one of the most obvious advantages of computer aided ship design is in my opinion an increase in the reliability of formulae and calculation methods by extending the analysis of comparison ships, prior to our own design work. Most of the ship design calculations include, hidden or not, pragmatic coefficients, an una voidable mishap. Therefore the best way to check the reliability of a certain calculation technique to be used in a given design remains to apply it first on a similar existing ship, determining the ratio between theoretical and practical results, what I call experience coefficient'. Because the amount of computer work is not so impor tant, experience coefficients may be obtained for nearly every partial and total result, for which similar ships and computer pro grams are available. The designer experience extends by compu ter aid more than his professional lifetime alone would ever have allowed. And now the negative aspects of the computer aided ship design. Besides need of computer facilities - more or less standard equipment today - and the programming work - impediment al ready discussed - the computer aid diminishes considerably the insight into the respective calculation method. It is true that those preparing and writing the program must discern at least once the calculation method to be programmed, a fact indispensable for a good job. This should also be the case with the designer using that program. Only what I observed with students and valid for every body, is that comfort makes lazy! Output of a subroutine once obtained is immediately used further in the design process, without reflection on its occurrence. If there are doubts in the results, the input data is checked again, but the calculation method is taken for granted. Why not, the program has once been approved! That the chosen calculation method perhaps by her nature is not suitable for the particular case or that the built-in constants and constraints (so many in ship design) do not correspond anymore for the given case, does not catch the eye at once. In the former manual calcula tion techniques, the between-values in the course of a calculation were for an exercised eye an alarm signal. This possibility becom414
CASD-Process (+) - Order in design - Logical thinking - Less approx. formulae - Nonchalance in e ffo rts - Increased experience
(-)
Programming work Comp, f a c i lit i e s Less in sigh t in to ca lc, method; constants & constraints
Fig. 4
es somehow lost. Out of sight out of mind’ is the right expression for this phenomenon. I wonder if the computer, in educating engi neers is not even harmful. Harmful or not, I do not speak against CASD. Summing up (Fig. 4) it can be said that the advantages of the computer in the modern ship design are overwhelming. No ship design is conceivable anymore today without the computer, even if only a small desk computer, or to use modern terms chips, are used. 2.3. Optimization studies Another ideal and drama in modern ship design is the question of optimization. Theoretically each accomplished ship design should be the optimum for the given owner's requirements and existing constraints. The definitions of design' and ’optimization' are synonymous. In practice this is never the case. Formerly, in - so to speak - manual ship design, by slide rule or primitive adding machines, the time and means for a perfect optimization, including economics, were never available in a design office. At the most some alternatives were set up and the best one was carried out. Also in the optimization field the computer created great possibili ties. Here too, nice enthusiast work has been done in the last decade [16 to 20]. Nevertheless, we must admit that optimization studies did not achieve a large scale of use. The reasons for this are partially already mentioned in the chapter reflecting on economics in ship design. Furthermore, the time between inquiry and tender is almost always short; in any case too short for an extensive optimization. Until the contract is assured the shipyard will not usually invest too much in a sophisticated optimization work. If the financial aspects are settled, the shipowner wants to obtain his ship as soon as possible. If the contract is signed, the workshops of the shipyard are asking for drawings and the plan ning office of the shipyard urges for the final design. Bearing this in mind, real optimization work, if any at all, is in practice carried out only in the context of studies for a new ship type, for example a standard ship, after an active marketing cam paign bij big shipbuilding companies;universities and research institutions have, for the moment, been left out of these consider ations. It could be argued that the computer could help here a lot. It does indeed, but only on a limited scale. Firstly, we should not forget that the high level of knowledge in mathematics and economics combined with experience in ship design and computer techniques, needed in optimization studies, is not often available at small or average size shipyards. Furthermore, for a computer aided optimization process, working more or less automatically as envisaged at the beginning of this development, you need a design model in batch mode, with all the disadvantages of the last one already discussed in the previous chapter. Let us forget for a while the already shown lack of communication between shipowners and shipyards in the matter of economical operation date, that are indispensable in optimization studies. Let us assume this information line does work. The optimizer will be overflowed with imput data while trying to consider all the factors of influence from the shipping market plus those of the ship design, both of which we already know as being complex. Numerous free and depending variables are, as I said before, the consequence. Unfortunately the degree of complica tion of optimization methods increases steadily with the number of variables. Five or six are enough for such an optimization techni
que. but not for a ship design. Of course you can optimize a design only as a function of one or two variables, but is the result then a practical optimum? What after all is a practical optimum in the design of a ship? An optimization technique by computer leads, after a search procedure with penalties for constraints and accord ing to the built-in accuracy, to one point, ’the optimum’. Such a point may exist, but in doing so, have a more theoretical than practical significance. To my experience with design alternatives, parametric studies and optimization work, the curves of object value, i. e. of an economical criterion as function of design parame ters, are mostly pretty flat (Fig 5), neighbouring points of the
O p tim iza tion c r ite r io n
optimum on the curve of the object value being therefore - from a practical point of view - just as acceptable. As a matter of fact these side points may eventually be even more attractive. In a ship such as a bulkcarrier, for example, the weight of the engine plant does not play the most important role and the shipowner will gladly accept a heavier plant of a make for which he has uniform spare parts or from a manufacturer with whom he has good business connections or in whom he has confidence. All these factors are difficult to introduce in an optimization study and this is only one of the many possible examples. Speaking in terms of practical designing, parameter studies, in which the parameters are systematically varied in tabular or matrix form and the results displayed either manually or by computer in the form of simple graphs do a very satisfying job. The ship design does not require an accurate quantitative work, like in a pharmacy. Neither can the task of a ship be calculated and optimized as the route of a satellite working under the unchange able laws of the celestial mechanics. Therefore the field of the optimization studies in ship design re mains exclusive for only very special well defined cases, for re search purposes and teaching techniques, an attribute typical to research institutions and universities. 3. SHIP DESIGN OBJECTS AND INGREDIENTS Following the general trend and conforming to the title of this symposium ’Advances in Marine Technology’, if we speak about ship design objects we have to concentrate on advanced ship types and forget for a while the evergreens. Indeed, design means per definition - as we have seen - creativity and progress. These beautiful attributes should be theoretically expected in advanced ship types. 3.1. Advanced ship types One can scarcely read today all the information on newbuildings, to follow exactly the development of new ship types. In the last two decades we have seen some very distinct appearances, such as container ships, barge carriers, roll-on/roll-off ships, gas tankers, etc. Only these new ship types did not appear at once, but grad ually penetrated the market. For example the container came from S. ert W. - 46ste jaargang nr. 20 - 1979
land, from furniture manufacturers, to link the sea with the land, the road and the rail with the ship. Practically all everyday cargo ships are designed now for carrying containers too; container ships can take refrigerated containers in increasing numbers, containers are stowed also in ro-ro-ships using special loading equipment. It is the same in the offshore field, where semi-submersibles are spreading out, serving for various services: besides exploration for production, pipe layers and floating cranes, or as hotels. But what does an advanced ship type really mean? The fast liner cargo ship of 21 to 24 knots, as pure dry cargo ship, once considered as an advanced type' has almost disappeared, his place being taken by fast container ships. The reason is ob vious: the investment in building and operating at high speeds is not anymore compatible with present oil prices and with labour costs for conventional loading and discharging in harbour. The multi-purpose cargo ship, best suited for standardization dur ing the last ten years enjoyed great popularity, first as ’Libertyreplacements' and afterwards as a well established ship type. Here we detect an important advanced design concept, namely to simplify ship types, to design them production friendly and so, meeting rationalization efforts, thus suppressing radically the buil ding costs. In the process of helping the less developed countries or through their own progress, they consequently took over an appreciable percentage of the world's shipbuilding. There are no reasons why this trend should change. The only chance for industrialized coun tries with high labour costs to maintain or not to lose their output in shipbuilding is to rationalize the production. An alternative is the other extreme, to build sophisticated ships for which a specialized knowledge and building experience is required. The container ship has ripened in design, the storage of containers below and on deck is well solved. Container ships up to 3000 TEU or developing up to 120.000 HP and running over 30 knots have been built. Gas turbines have been adopted for the propulsion of sophisticated container ships [21]. Only we read now in the pro fessional press that the gas turbines in that case will be replaced by diesel motors and the speed will be reduced from 26 to 21 knots [22]. What does advanced ship type then mean here? Worth observing is another example of advanced ship design: the barge carrier. A very logical and promising concept for combined sea and inland watertransport, using big floating containers, the barges, which moreover help against congestion in busy harbours. The high investment versus the low quality cargo transported, respectively income, problems of maintenance and surveillance of the barges in harbour as well as the necessary but not sufficient international coordination restricted somehow the expansion of this interesting ship type, at least not so far as container ships did. Studies made in this direction some time ago showed red figures [23]. Some of the existing barge carriers were converted back into container ships. But still new proposals continue to appear [24], new barge carriers of various designs are being built [25]. The moral of the story is that 'advanced'ship design is not always evident or mean the same by time. The story of barge carriers includes unfortunately one more tragi cal event, the loss of the München’, the Lash-Barge Carrier, 260 m in length, 43.000 tdw carrying capacity, on 12th December 1978. Nobody doubts on the reliability of the design and construction of that ship. But are we designers perhaps not too confident on our technical resources, underestimating the complexity of the sea challenge when introducing on a large scale new design con cepts? 16 m high gantry crane and barges of 450 t each on two layers on deck are remarkable design requirements [26]. Many specialized designs have already been created for LPG/LNG carriers and more will probable still come. Anyway, advanced design techniques would still be necessary if the ’nor mal' size of today of 125.000m3 should be increased to 330.000m3. as proposed in [27]. Well, the oil tankers cover more than one half of the world fleet. 415
The barge-carrier 'München', lost 12 December 1978 in the Atlantic Océan
Their individual size attained as much as 554.000 tdw and caused in the sixties many problems, due to draft restrictions [28] or due to required strength. They were then advanced designs. Apart from this, from a design point of view the oil tankers are not as exiting as other ship types. However, through their regular service, one way payload and return in ballast, running mostly under longtime char ter and strong competition, oil tankers are well suited to optimiza tion studies. The oil crisis of 1973 and the transport over capacity which followed, practically stopped the newbuilding of such ships. But for one exeption we can speak here on advanced ship designs of oil tankers: the new IMCO regulations against oil pollution at sea, the Marpol 1973, the SOLAS 1974, both amended in Fe bruary 1978 [29]. The segregated ballast tanks and corresponding design requirements, as consequences of the last pollution cata strophes certainly give work for advanced design to naval archi tects. In designing product or chemical tankers the IMCO regula tions too, the so called codes', are a field stimulating advanced design thinking. About bulkcarriers we may say the same as for the big oil tankers, referring to design, to size, competition, etc. Only an optimization process is much more difficult, because of the irregular services. But, like ordinary multi-purpose cargo ships with obligatory low building costs, the bulkcarriers are qualified for standardization. Standard ships may sometimes be regarded as both dry cargo ships and bulkcarriers. Advanced design techniques to rationalize the production and operation of standard ships are applicable for bulkcarriers too. Train and car ferries, mostly both combined, including their pas sengers, are well known ship types and not new. With increasing number of private cars, rising standard of living and holiday 416
makers, the demand for this ship type continuously increased, even in periods of depression in shipbuilding. Passenger ferries together with the cruising ships are the only successors of the once so famous passenger liner. The business of the last category is taken over by jumbo airplanes and the prestige by supersonic ’Concorde’. Advanced ship design for passenger ferries, because of the short routes and to make them remunerative, means some times unfortunately a maxium number of persons and vehicles like sardines in a can. On this point I would like to praise the courage and the technical achievement of the Finnish shipping and shipbuilding industry. They built two years ago, not only wordld's largest (1500 passen gers), but also the world’s fastest passenger/car ferry (30,5 kn), the gasturbined (2 x 37500 PS) ’Finnjet’ [30], The comfortable ship proved to be a success. It takes 22 hours on the route HelsinkiTravemunde and so grants to the holiday-makers one extra day each way. A significant role is enjoyed today by a derivate of ferries: the roll-on/roll-off cargo ship, in short ro-ro. They are built, as we all know, according to the same principles as ferries, only the vehicles are vans, lorries or trailers, loaded with cargo. The passengers with the exeption of up to 12 drivers - have disappeared. For this reason their best name may be that of ’ro-ro cargo ships’. Their expansion is due to the simplicity of cargo handling. The quick loading and discharging procedure counterbalances econo mically the losses in cargo hold, caused by and between vehicles. Of course the balance depends on the ratio length of the route to number of harbour calls, and the preference for road against rail by many transport companies seems to shift the break point in favour
of the ro-ro. The cargo handling equipment on wheels, driving on board over ramps, eliminates pretentious harbour facilities [31]. The discov ery of quarter or even more slewing ramps reduces the required harbour facilities to a simple quay and a place to park and ma noeuvre the vehicles; for undeveloped countries and agglomera ted harbours a very strong argument. The conclusion of this obser vation could be that under advances ship design we should by no means always understand complicated design, just the opposite may be the case. As always in design work, by introducing a new system you cannot only book benefits. The simple cargo handling system of ro-ro ships using ramps implicates special hull and poop forms, big openings at the stern along with weights of ramps of up to 400 tons, which must be permanently carried. Here indeed is room for ad vanced design techniques, i. e. strength calculation, to find the best construction, to minimize and accurately determine the nec essary additional steel weight [32]. Operation research studies should determine optimum sizes of ramps, position of sorting areas, traffic on board, etc. In addition to this being floating garages, effective, less cost systems for ventila tion and fire fighting, corresponding to modern rules and regulations, are to be optimized. Finally, watertight subdivision with longitudinal instead of transversal bulkheads, according to IMCO resolution A265, favours loading of vehicles on lower decks. An increase in the number of drivers without all the requirements for passenger ships may be a promising feature [33]. Most of the arguments applied to ferries and ro-ro ships are also valid for the specialized ships used in the car export. Interesting equipment design - movable car decks - have also been produced for the same purpose, to obtain cargo flexibility or to use bulkcar riers as export car transporter. An advanced design can mean equipment for multi-purpose use, i. e. for less voyages in ballast. The above examples illustrated advanced ship types for transport of goods and people. We shall now consider the second large group of ships for special duties. The stern trawlers made their way and practically liquidated the side trawler. Increased size of trawlers, at the same time factory ships became modern features. Advanced ship design means for fishing boats advanced fishing techniques, electronics, etc., in order to give the fish no chance to escape! The extension of national waters to 200 miles zone brings to many countries - especially to the undeveloped ones - the need to explore the fish reserves of their waters. Therefore research ves sels are needed. Fishing by own means on a large scale is an important matter as a source of food and labour, especially for less industrialized but densly populated countries. Advanced ship design means here the most suitable ship, to be built with little money under primitive building conditions. Multi purpose simplified standard fishing boats could be the right ans wer. Advanced ship design with seagoing tugs today means high va lues of bollard pull, respectively installed horse power, as well as their capability to serve also to the offshore industry. Ships develo ping 300 tons bollard pull and having 26.000IHP are already built. The explanation here is the need to handle and eventually rescue modern ships of increased size and displacement, especially mammoth tankers or huge offshore constructions. The exploration of oil and gas fields north of the polar circle and the technical progress permitting installation of large propulsion power in a relatively small space led to more and more powerful icebreakers. Gasturbined icebreakers with 150.000 HP propulsion power are presently in design stage. Besides icebreaking tankers and bulk carriers are a reality [34], Pusher boats and cargo barges form a classical system for inland navigation; not equally so in the case of the seagoing ones. Many efforts have been done to solve the problem of the connection S. en W. - 46ste jaargang nr. 20 - 1979
between the pusher and the ocean going barges. Various proposals appeared and some of them have been real ized. Can we speak here of advanced design? Perhaps technical ly, but economically operational there are still some doubts too [35]. With increased traffic and ship sizes, with development of new regions, dredging will remain actual and in demand, but the com petition between the builders increases too. Advanced designs in hopper dredging, such as the split trail or in cutter dredging self elevating walking platforms are realized. In dredging advanced design may be synonymous with reliability in operation under heavy working, soil and sea conditions, maintenance and repairs, often in far away, isolated places, where assistance is not easily available. Also the semi-submersible principle may penetrate in this field [36]. The last but not least category of ships and maritime constructions to be reviewed - a relative new and well defined group on its own is the group of vehicles serving the offshore industry. The group has been so important in the last years, that the work-hungry shipyards have also created an overcapacity there. Ships and maritime constructions for offshore, so far steel con structions, are mostly built at shipyards. This fact has a logical explanation. The shipbuilder knows the sea. The ship designer is accustomed to all the constraints, like stability, resistance, seakeeping, corrosion effected by that environment. He can solve strength problems and the workshops are able to manufacture and handle heavy steel constructions. Offshore vehicles are assembly work as well, of which marine engineering forms a good part. A new aspect here is the required knowledge and skill of oil produc tion industry and in the future, sea mining. In advanced designs the shipbuilders must create optimal working conditions for the last two named industries. The development followed indeed this direction. Ships were con verted or newly designed for drilling activities. A maritime vehicle with less possible movements in sea way, i.e. minimum ratio waterplane to displacement, the semi-submersible, has been built on a large scale. Starting with drilling activities for oil exploration, it now extends to production too [37]. Pipe laying equipment and heavy cranes, at the beginning installed on converted ships, are now being placed on semi-submersibles of impressive sizes and displacement values to reduce the inactive days to a minimum. Support ships for maintenance and accommodation of crews are for the same reason also semi-submersibles. Various designs of platforms on three, four, five or more legs, rectangular or circular in form have been built. The underwater bodies are for different reasons spheres, cylinders or pontons. What advanced means here, is not so easy to answer. Advanced may be here besides seaworthyness, i.e. minimum down time, increased deadweight (a weak point of such vehicles), better propulsion but also simplified form and rational production. We cannot close the chapter offshore without mentioning once more the fleets of supply vessels, already existing in various sizes and for different services, such as towing, anchor handling, fire fighting, salvage, icebreaking and not to forget supplying the dril ling rigs with pipes, cement, mud, etc. In their design they resemble tugs; the main difference between supply vessels and tugs is the required higher deadweight values and the space on the after deck for cargo storage. Advanced design can be here versatility, multi purpose again [38], remembering that a pocket knive with many functions, such as to open bottles, cans, etc., is not really satisfac tory for any. Lastly, a word about submarines and unmanned seabottom work ing equipment, which in the future may aid on large scale recovery of minerals from great depths. Offshore is a typical field of shipbuilding and marine engineering open for inventiveness. However, inventiveness is an attribute of advanced ship design, the spices in a meal. 417
3.2 Inventiveness in ship design Inventiveness in ship design is a fascinating subject. It is a game with many components, requiring born talent, professional know ledge and experience, favourable circumstances, persistence, but also a realistic approach, a feeling for economics, a sales strategy and, last but not least, seriousness. It is a topic which more or less followed me and perhaps many of you during our professional life. I had the pleasure to read a paper entitled 'Inventiveness in Ship Design' before the North East Coast Institution of Engineers and Shipbuilders, in Newcastle upon Tyne in October 1977 [39]. There I tried to define what ship design and invention each are, what is common and what is different with them. There is an interlace between inventiveness and advanced ship design. Inventiveness and designs joined together on a very thin border, especially in advanced ship design. The 'hot' aspect of the comparison between design and inventiveness was the question: Can a designer afford to be an inventor and if so, how far? Shall I infect my students with the virus of inventiveness, which in extreme cases could lead to incurable illness and disaster, or shall I recommend them to de sign, with small improvements, only that which has existed before, to avoid any risk, at the same time suppressing fantasy and the wish to struggle for competition?' In that paper an attempt has been made to formulate, on behalf of the students,from own experience and from observation of con temporary professional developments,some principles of inventi veness in ship design.In the beginning it appeared nearly impossi ble to find rules and regulations for good inventions. Who has the right to do so? Not everybody is a Moses! But thinking more about it, one feels that there must, at least, exist some guidelines for it, as for any other activity oriented to reach a target. Following the line traced by Prof. Frederic Bacon and Prof. Herbert Schneekluth tentative principles for application on inventiveness in ship design were formulated. These principles are as follows: An innovation should come out at the right moment. Not all inventions which have failed should be forgotten, some of them deserve reconsideration periodically. Most successful inventions do not suddenly appear on the market, they are the result of step by step application of inventiveness in ship design. Shipowners do not like inventions! Do not include in a ship design more than one major invention at a time. An invention to be accepted in a ship design has to be first of all reliable. To be reliable an invention has to be built up as far as possible of conventional material and parts and has to be easy to maintain and repair, that means it has to be simple. An invention to be accepted by a shipowner should offer substan tial economical profit. The profit of an invention should be presented in the most attrac tive manner for the customer. A designer should not hang on to the whole of an invention, he should accept partial results or whatever comes out. The shortest of these principles, shipowners do not like inven tions', is perhaps the most significant. The reasons why are given in the named lecture [39]. Lively discussions on that occasion produced two more additional principles. One principle came from Dr. Buxton, on the economical side, namely that T he ship size of the investment has a negative effect on an invention, this related also to the insufficiencies of time and staff, alloted in shipbuilding for design and estimating’. Another principle, by contribution of Dr. Teasdale, was that: ’It is not sufficient to produce something new in one of the three disciplines design, production and marketing and neglect the other two’. 418
This is so much the more seeing as ’the second chance takes a long time in coming’. What do such principles mean? If a ship designer follows them, is he successful? I should say not at all. To citate from my paper: 'Our principles are only a sort of bulkwark to prevent us falling into the water, or a radar at night for safe navigation. But if one is a good captain, to make for port is another matter. I am afraid the question mark must remain over whether inventiveness should be applied in ship design. The right answer depends on so many extra factors and imponderables, to be decided as the case may be. But one thing is sure, the path to having an invention recognized and realized is a long, hard one. This warning should be given to everyone from the beginning! To start with the patent application is no easy matter.’ 'It makes little sense, if benefits are envisa ged, to apply for a patent only in one’s home country, especially in such international and worldwide business as shipbuilding and shipping. The whole procedure is an expensive adventure.’ 'For individuals, young engineers, the solitary way is mostly impossible. The help and encouragement from the companies employing them depends upon the benefits in view, costs involved in research and prototype building, company policy and not least it depends upon their own position in the company. And this is just the beginning of the story. The materialization of an invention, the building of the prototype, is the second big step. Preliminary de sign, estimates, workshop drawings, model tests, building costs and full scale trials are expensive activities, at least in shipbuilding and marine engineering.’......... T o convince people and to raise money for an invention is not easy. It is a struggle in which, paradoxically, good results meet extreme enemies in the form of human jealousy and competition. The innovation baby can die shortly after a healthy birth.'......... T he third phase, the time to get the full commercial value from an invention, is like the estuary and the sea for a river. It is big business fending for itself, depending, as business does, on mar ket, customers-views, management, production facilities, sales organization, again, capital and. perhaps, an element of chance. And if times are bad, as so often in shipbuilding, the best innovation does not receive any help! How would an inventive oil tanker designer earn his living today?'......... Summarizing: The gap between theory and practice of the conven tional ship design is even more acute when dealing with advanced design respectively inventiveness. I still concluded: 'In spite of the miseries, and independent of financial results, the inventiveness in itself, the enthusiasm proceeding from it, the impulse for research and accomplishment, the emotion of model or full scale testing, the negotiations with the patent offices, progres sing work with your own company or with clients and the increase in self confidence are wonderful.’ To young engineers I gave the advice: at least, try. 3.3 Design strategy The ultimate sense of a ship design is the building and selling of the design objects. With only a roll of design drawings this can, of course, not be achieved. There are the well balanced efforts of the technical and commercial staff of a shipyard, under the right ma nagement, necessary to assure that a good design comes at the right moment on the right market, being competently presented, negotiated, realized with minimum costs, and, last but not least, adequately financed. The builders, in most of the cases the desig ner self, have to fight and win a battle under hard 'shooting fire’ of the competitors. Thus I feel the word ’strategy’, in our case ’design strategy’, is to the point. It is not one quality alone, but a symphony of disciplines involved in and around the design, which leads to practical success. Without pretentions of completeness we shall pass in review some components of this indispensable strategy. Starting with the question of the right moment and market: As a rule, the work begins in the design office after the telex with the
Design Strategy Market analysis i
F o re ca s ts ------------------------------------------- — V e r s a tility Deszgn o f Deszgn o f s p e c ia liz e d -----------— standard — ships ships
Destgn o f multipurpose ships
t Advanced ^ production techniques Fin an cial support I
Sales Fig. 6 shipowner's inquiry has arrived. This is a standard, but not advan ced working style. Time is in such cases short, not permitting well thought out design alternatives, with the aim to find the best one. A solution to the above problem is already given by many ship yards or big marine companies (Fig. 6).*Efy means of marine market analysis, fleet development and newbuilding, require ments are being studied and forecasts attempted [40}. We may think what we like about forecasts and doubts are motivated, but under conscious approach of possibilities and limits of forecasts, they can at least serve as tools for flexible planning. The develop ment trends may be recognized, sensitivity studies on the in fluence of different factors on the financial results carried out in advance, so that when certain factors come into force, decisions can be taken quickly and justly. Shipyard capacity and tonnage demand can so better compared. The reliability of market analysis may not be enough to build ships in advance, but it may be for designing them. Another, from a strategical point of view, positive feature of advan ced ship design to cover the deficiencies of forecasts, could be its versatility. The ship can be so built as to serve unchanged for more than one task, the so called ’multi-purpose vessel’, a frequent type today, already mentioned. The versatility however, can also be included in the design itself, the construction being based on modular systems, with interchangeable components. For exam ple, for the same hull we may consider the built-in possibility for longer alternatives, different cargo gear equipment, containers versus ro-ro and bulk, or propulsion engines of various outputs. We have similar successful examples from the aircraft and car industries. Dr. Teasdale in ref.[39] reminds us of the importance of production for advanced ship designs. Indeed advanced designs require for their success advanced production methods and vice versa. Look ing back on history, the introduction of steel as a material changed the design concept of former shipbuilders. More recently, the welded construction, in prefabricated sections, depending on the lifting capacity of yard’s cranes, may determine the subdivision of ship, i.e. the design itself. I would like to call such advanced designs production friendly’, in which the concept is particularly oriented to an optimal production; this should theoretically be routine and not exceptions. The presentation of a design is not, in my opinion, a factor of minor importance. By this I do not only mean the quality of drawing work and paper. These too have to correspond with a certain standard, to be clearly and orderly done. We should not forget that the shipowner himself does use the design in negotiations with charte rers, banks, authorities and would like to make in his turn a good impression. Under presentation of a design I mainly think about the S. en W. - 46ste jaargang nr. 20 - 1979
presentation of an object, from a customer's point of view. The designer knows best the advantages and disadvantages of his product. At least advantages should be clearly and simply presen ted, so as to make his customer's decisions easier, the decision makers often being qualified persons from the commercial side and therefore less familiar with technical possibilities. One techni cal advantage may be translated’ in different ways for the benefit of the owner. In ref.[41] such an example is shown. The importance of financial support in shipbuilding is obvious and only too well known! How many good designs have not been realized, because the financial side could not be settled, and vice-versa, how many beginners in ship design took over orders, thanks to financial facilities, government subventions, etc. There fore to design strategy belongs cleverly deviced financial back ground. Unfortunately, the financial support does not only extend to favourable payment conditions. We have already seen that ad vanced design of advanced ships and maritime constructions may ask for new or adapted production techniques, respectively pro duction equipment, which in some cases went so far as to create new shipyards. And that is not yet everything. In ref,[39] Dr. Teasdale underlines another aspect of shipbuilding market, namely a threshold’ has to be passed, i.e. a sufficient number of a new ship type are to be sold, for success to be achieved. Indeed shipowning is a risky enterprise, not so much because of the sometimes somewhat unfriendly physical environment, but more by the un stable shipping market, hanging to worldwide fluctuations. With the large sums of capital engaged, shipowners are entitled to avoid any extra risks and therefore prefer to order a ship from a proven serie. For the builders to build a serie of ships at ’coûte que coûte’ conditions, require an appreciable financial effort, in ship design too, money brings no happiness, but are good catalizators. 4. CONCLUSIONS It was the task of this paper to give evidence concerning the discrepancies existing between theory and practice in modern ship design, between how we should perhaps like designing to be and how it is in reality. The latter being so, not by chance, but by reasons of practice. We may shift of our views on ship design. It was the intention of the author that by relativating different aspects of modern ship design, one might find out what is important and what not in practical design. More significance was paid to the design objects, so called advanced ship types, than to new design techniques, because the first are in practice the promotors, white the second are determined and a consequence of the first ones. Respect was shown for economics, as the purpose, the ’sina qua non’ of modern ship design. Just as a naval architect must speak english today, the international language of shipbuilding and ship ping, the ship designer must possess a basic knowledge of eco nomics to understand his partners. Unfortunately, no uniformity exists in cost calculations and economic criteria. Even should this be the case, the communications between the parties involved on economic data is bad, due to the divergency of interests. Reference has been made further to the computer as a great nondispensable help for the designer, but warnings have not been hidden on negative aspects and limitations of computer aided ship design. Optimization studies have still to be regarded as work of elite, only done in special cases. The more we think, the more we must conclude that practical advanced ship design does not always mean the same. An advan ced design is there to meet new necessities of our society and they can be entirely different. The obsolete Liberty ships of the second world war made way for multi-purpose cheap standard cargo ships. The threat of less developed countries to become shipbuil ders, obliged the industrialized ones to rationalize the production, with all consequences for the ship design. Further, the upper limit for merchant ship’s speed, the economical sound barrier’ for ships, as well as the high labour costs in ports of the developed countries, induced advanced cargo handling, such as containers, 419
barges and ro-ro's. Agglomerated harbours or primitive facilities of new markets brought the expansion of the ro-ro type vessel. Relatively new industries, such as offshore, created new ships and maritime vehicles. Finally, catastrophes can sometimes promote advanced ships, respectively design rules, as did the 'Titanic’ for SOLAS and ’Torrey Canyon’, 'Amoco Cadiz' for MARPOL. Advanced ship design may mean simple or just for the sake of it advanced; for snobs in ship design sometimes trivial, but not unimportant! The wheel is simple too, but the Asthecs would not have operated ro-ro ships. Under advanced design we may un derstand not only simple, but also cheap to build and to operate. Quick adaptability of designs to new cargo and port conditions or to new legislations is a sign of advanced design thinking. This does not exclude difficult designs for exigent cargo, such as liquefied gas, heavy loads, etc, this being a consolation for pretentious designers. Creation of advanced design requires knowledge and inventive
ness, the latter theoretically excellent, may in practice be a heavy burden, a difficult way to go with no insurance or reward. Inventi veness can be dangerous for both design and designer. There are some principles which could be followed, however, only as guide and not as a recipe. Finally the best advanced ship design may grow mouldy in a desk drawer, if not strategically sold by competent people at the right moment, and with adequate means on the right place. Just as a successful star, who besides talent needs a good impressario. I sincerely hope, that my reflections on theory and practice of ship design did not disappoint. But like designs - usually done first on paper instead of building them directly at full scale - it is perhaps better to criticize verbally the discrepancy between theory and practice in ship design, than to bear its consequences. For the last time in this lecture, the truth, when recognized, should be said and should not hurt.
5. References 1. K.J. Rawson: 'The art of ship designing’; Europort Internatio nal Maritime Conference, Amsterdam, 1976. 2. C. Gallin: 'Ontwerpen van schepen een kunst in de moderne techniek?’, Inaugural speech (in german) at the Delft Univer sity of Technology, Delft, 1970. 3. C. Gallin, J. W. Muntz, G. J. Schepman, J. Punt: 'New stan dard ships or second hand ships? An economical evaluation using computer techniques’; Proceedings ICCAS, Gothen burg, 1976. 4. Th. M. Oostinjen: 'Economic criteria for ship design optimiza tion'; Graduation Work, Delft University of Technology, 1972; Schip en Werf, November 1972; Schiff und Hafen, October 1972. 5. R. D. Murphy, D. J. Sabat, R. J. Taylor: 'Least cost ship characteristics by computer techniques’; Chesapeake Sect, SNAME, 1963; Marine Technology, April 1975. 6. C. Gallin: Entwurf wirtschaftlicher Schiffe mittels Elektronenrechner’ (Summary of Doctor Thesis); Jahrbuch der Schiffbautechnischen Gesellschaft, 1967. 7. A. W. Gilfillan: ’Preliminary design by computer': Transactions IESS, 1967. 8. L. K. Kupras: Programming of the elementary design of a shelter-decker 8.000-12.000 ts.dw’; Bud. Okrer. December 1968, January 1969. 9. K. Puchstein: 'Automatisierte Projektierung optimaler Schiffe; Schiffbauforschung, Sonderheft, 1969. 10. J. Holtrop: 'Computer programs for the design and analysis of general cargo ships'; Graduation Work, Delft University of Technology; Report No. 175S, Netherlands Ship Research Centre TNO, Delft, 1971; International Shipbuilding Progress, Vol 19, February 1972. 11. C. Gallin: Which way computer aided ship design?'; Proceed ings ICCAS, Tokyo, 1973. 12. £ Deetman: 'Ship design on conversational mode, exempli fied for tankers'; Graduation Work, Delft University of Techno logy, 1975 (in cooperation with Verolme United Shipyards). 13. H. Nowacki: 'Graphisch interaktive Probleme des Schiffsentwurfes'; STG Committee for Ship Design, Hamburg, 1975. 14. S. Thorvaldsen, F. Major: Interactive preliminary ship design with graphical aids'; Proceedings ICCAS, Tokyo, 1973. 15. C. Gallin, L. K. Kupras, E. Deetman: T he realities of present day ship design'; Europort International Maritime Conference, Amsterdam, 1976. 16. P. Mandel, R. Leopold: Optimization methods applied to ship design’; Transactions SNAME, 1966. 17. J. Moe, S. Lund: ’Cost and weight minimization of structures with special emphasis on longitudinal strength members of 420
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tankers'; De Ingenieur, Nos. 47 and 49, 1967; Transactions RINA, 1968. H. Nowacki, F. Brusis, P. M. Swift: 'Tanker preliminary design - an optimization problem with constraints'; Transactions SNAME, 1970. H. N ow acki: Optimization in pre-contract ship design’; Pro ceedings ICCAS, Tokyo, 1973. L K. Kupras: 'Optimization method and parametric study in precontracted ship design'; International Shipbuilding Pro gress, May 1976. D. B. Carpenter, J. G. Holburn, D. A. A'Neill: 'System integra tion of the G.T.S. Euroliner from conception to operation’; Marine Technology, January 1973. 'Diesel statt Gasturbine'; Hansa No. 5, 1979, page 337. A. Peterse: 'Optimization of LASH-service’; Graduation Work, Delft University of Technology, 1972. H. Linde, K. Spethmann: 'Ein Barge-Carrier-System maxima ler Leistungsfähigkeit und vielseitiger Verwendbarkeit’; Hansa No. 18, 1976; Hansa No. 12, 1977; Hansa No. 10, 1978. Lash, Seabee, Baco': - 'New Lash designs from Lash Systems Inc., developed by J. L. Goldman'; - 'Julius Fuchik - first o f two barge carrying vessels built for Russian ownership by Vaimet Oy’; - ’First Baco-oner, ordered from Thyssen Nordseewerke'; Shipping World and Shipbuilder, January 1979. K. Wendel: 'Zum Untergang von München'; Hansa No. 1, 1979. Naval Project Development Company Rotterdam BV: '330.000 m3 Verolme liquefied natural gas carrier’; Rotterdam, 1977. Netherlands Ship Model Basin: T he development of a 425.000 TDW tanker with restricted draught'; Proceedings of Symposium, Wageningen, 1971. W. D. Snider: 'IMCO Conference on Tanker Safety and Pollu tion Prevention’; Marine Technology, Vol. 15, No. 3, July 1978. Background to Finnjet'; Shipbuilding & Marine Engineering, July/August 1977; 'Finnjet'; Shipping World & Shipbuilder, July 1977. I. L. Buxton, R. P. Daggitt, J. King: Cargo access equipment for merchant ships’; published by E. & F. N. Spon Ltd., Lon don, 1978. J. H. C. Meijers: Influence of the ramp types on the steel weight of ro-ro cargo ships'; Graduation Work, Delft University of Technology, 1978. M. A. W. M. van Hees: 'Design and economical evaluation of ro-ro cargo ships for dangerous goods and 36 passengers';
Graduation Work, Delft University of Technology, 1976. 34. World s first icebreaking bulkcarrier'; Schip en Werf, No. 26. 1978. 35. J. tV. Muntz: 'Enige beschouwingen betreffende de zee gaande duwvaart’; H. J. Westers: 'Zeegaande duwvaart’; guest lectures at the Delft University of Technology, 1975. 36. L. Goossens: 'Semi-submersible dredge’; Graduation Work, Delft University of Technology, 1978. T. P. Jooden: 'Semi-submersible dredge'; Offshore Techno logy Conference, Houston, 1979, 37. B. Bernhard: Semi-submersible production and storage plat form for exploitation of oil sources’; Graduation Work in prepa ration, Delft University of Technology, 1978/1979.
38. S. Veeman: A multi-purpose offshore service vessel'; Gra duation Work, Delft University of Technology, 1978. 39. C. Gallin: Inventiveness in ship design’; Transactions of the North East Coast Institution of Engineers and Shipbuilders, Vol. 94, Newcastle upon Tyne, 1978; Schip en Werf, No. 2, January 1979 and No. 3, February 1979. 40. B. Nilsson: ’Fleet development and newbuilding require ments'; Marine Market Analysis, 3/78, published quarterly by Stal-Laval Turbin AB, Finspong, Sweden. 41. C. Gallin, H. M. Hiersig, M. C. van der Hoek: The length of the engine room - a challenge to ship design’; Jahrbuch der Schiffbautechnischen Gesellschaft, Band 70, 1976 (in Ger man); Schip en Werf, July 1978 (in English).
OIL EXPERTS TO TACKLE OFFSHORE PROBLEMS ON THE OCEANOLOGY INTERNATIONAL CONFERENCE
Technical advances in the offshore oil and gas industries provide a fiveday programme crowded with topics for debate at the next Ol World Conference, which takes place at Brighton, England, from March 2-7, 1980. More than 2.000 delegates are expected. A call for over 140 papers from 20 countries has been made by the Ol International Advisory Committee, with new and improved technology for the 1980’s providing the main theme. Major sessions relating to oil and gas are petroleum engineering, drilling, production, offshore structures, seabed pipelines, diving, submersibles, communications and support craft. The programme features, too, special sessions on alternative energy sources and pollution, navigation, oceanography, hydro graphy and marine mining. A number of sessions are being held in parallel, but the programme has been carefully planned, so far as possible, to avoid a conflict of interests. The Conference is combined with the Ol exhibition, fifth in this series and renowned for its presentation of advanced hardware, instrumentation and support services. As in previous years, the Ol complex is backed by the British Government and by various overseas authorities. Participation by over 100 countries is expec ted. Most aspects of offshore operations will be examined at the Confe rence, including North Sea technology applied to hydrocarbon areas, world-wide. Of special interest will be ’oil’ papers on the servicing and mainte nance of North Sea installations. Reducing maintenance costs Progress in this field will be discussed by at least 20 speakers in three of the main sessions - offshore structures, pipelines and diving. The term servicing and maintenance’ includes inspection and surveys above and below water, repair and replacement, fatigue testing and analysis, corrosion monitoring and control, cleaning and protection, etc. The offshore structures session, which covers design and con struction, as well as maintenance, extends across the entire range of installations - from piled platforms to tension leg structures. Attention in the pipeline session is also on design, construction and maintenance, and includes topics ranging from seabed burial to buckle prediction and prevention.
S. en W. - 46ste jaargang nr. 20 - 1979
Subsea completions The economics of a growing number of offshore fields have been greatly improved by subsea completion systems - a subject that is likely to be a significant talking point in the production technology session. Among other topics in the same session are downhole production equipment, well completion design, pressure maintenance sys tems and remote contrôle. Drilling technology merits a half-day session on its own and includes specialist subjects ranging from directional drilling to mud engineering. Diving Operational requirements in the 1980's provide the main theme for a special session on diving. The session takes a close look at the tools and diving equipment needed for carrying out various under water tasks - including inspection, maintenance and repair of offshore structures and deep water pipelines. Among other key topics for discussion are hyperbaric simulators, subsea habitats and diving medicine. Certain aspects of diving are also covered in the sessions on offshore structures and communications. Submersibles Submersibles have made a considerable impact in North Sea operations ranging from the pipeline inspection to trench profiling, from site surveys to debris clearance. The role of submersibles and unmanned tethered vehicles will be the subject of a half-day session. Surface support craft and other supporting services are included in the programme. National Reports The Ol Conference opens with traditional national progress re ports from eight countries with extensive offshore development programmes. Throughout the week delegates will have the oppor tunity of visiting waterborne displays at Shoreham, where a small fleet of work and survey vessels will be assembled as part of the Ol complex. The exhibition is expected to attract more than 20.000 technical visitors, with strong representation from major overseas and UKbased oil companies. Further information is available from the organisers, BPS Exhibi tions Ltd, 18 Marine Parade, Brighton BN2, ITL, Sussex, England. Tel: Brighton (0273) 69281. Telex: 877779 Beepex G.
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Eerste Reactie op het Artikel ENKELE GEDACHTEN OVER DE NEDERLANDSE MOTORENINDUSTRIE In de hoop dat nog meerdere reacties zullen volgen (red) Met interesse hebben wij de bijdrage gele zen van Prof. Van den Pol in Schip en Werf' Nr. 15, getiteld: 'Enkele gedachten over de Nederlandse motorenindustrie'. Zowel de strekking van het verhaal als de aanbevelingen aan het einde zijn onzes inziens het overdenken zeker waard. Het zal de schrijver en ook de lezers niet verbazen dat wij, als direkt aangesproke nen, het tot onze plicht rekenen hierop te reageren. De 'gedachten' van Prof. Van den Pol le zend, wordt het reeds aanwezige gevoel in ons nog versterkt dat de dieselmotorenin dustrie geen gemakkelijke sektor is van ons bedrijfsleven. Nuchter redenerend echter moeten we be seffen dat deze industrie in ons land toch geen uitzonderingspositie bekleedt. Gezien in het licht van het totale Neder landse technische ontwikkelingspeil zou het een hele normale bedrijfstak moeten zijn. Een tak, welke juist nu in ons land aanwezig dient te zijn en te blijven. Een stelling welke wij in het vervolg van onze reaktie nader hopen te verdedigen. Het is wellicht nuttig te beginnen met een overzicht - zij het onvolledig - van de geva ren welke een motorenfabriek bedreigen: 1. Een nieuw produkt te laat uitbrengen, 2. Een nieuw produkt te vroeg uitbrengen (technisch onvolmaakt) 3. Een nieuw produkt verkeerd kiezen door gebrekkige marktkennis. 4. Te kleine afzetmarkt in relatie tot de economische produktiegrootte. 5. Onvoldoende ondersteuning aan de af nemers, ergo, gebrekkige service aan het verkochte produkt, 6. Geen of onvoldoende 'geloof' in het ei gen produkt; gebrek aan teamspirit. Wanneer we bovenstaande opsomming globaal bekijken dan kan inderdaad ge steld worden dat de motorenindustrie weinig verschilt van andere bedrijven, welke kapitaalgoederen produceren. Alle genoemde punten zijn gevaren van algemeen geldende aard. Nader bekeken echter zijn het de punten 1 en 2 waarvan gezegd kan worden dat zij voor de motorenindustrie wel extra veel gewicht in de schaal leggen. De voornaamste reden hiervoor is dat het ontwikkelen van een nieuwe type motor enorm lang duurt )globaal ca. 5 jaar), en men dan óf te laat is (1) óf de neiging heeft 422
het produkt te vroeg (2) - onrijp - op de markt te brengen, met alle konsekwenties van dien. Men kan dus in het algemeen stellen dat motorenfabrieken niet erg flexibel zijn in het wisselen van hun produkt(en). Gevaar 1 wil hierbij zeggen dat te laat is ingezien dat de geproduceerde motor is verouderd en daardoor te duur, te zwaar, te groot of te onzuinig is. Het duurt dan veel te lang, voordat tot een nieuw type is besloten en dit type is ontwikkeld en produktierijp gemaakt. Nog afgezien van de achterstand in kennis welke is ontstaan. Gevaar 2 is minstens zo ernstig. De fabriek geraakt dan in een technische situatie welke het voortbestaan bedreigt. De nieuwe motor wordt in een dusdanig vroeg stadium verkocht, dat ernstige tech nische onvolkomenheden zich pas open baren bij de gebruikers. De naam van de motorenfabrikant, alsmede de financiële reserves worden uitgehold. De race tussen het technisch acceptabel maken van de motor en een groeiend wantrouwen is be gonnen. Uitslag soms negatief voor wat betreft de continuiteit. Wat kan een fabriek doen om het gevaar van deze twee specifieke punten te ver minderen? a. niet 'overeten' aan vermogensgebieden. Daardoor typebeperking en betere concentratie op het produkt en haar (be perkte) marktgebied, b. produktontwikkeling moet voldoende voorlopen op de vraag vanuit de markt. Zijn we hierna uitgepraat over de motoren industrie, omdat de overige en nog meer te bedenken punten voor elke industrie in principe even gevaarlijk zijn? Nee, naar onze mening niet. Diezelfde pun ten geven namelijk, mits goed aangepakt, extra redenen voor de aanwezigheid van de motorenindustrie’ in ons land. We wefen namelijk dat 'gemakkelijke' be drijfstakken in ieder geval ons land uit gaan. Deze stelling is al meerdere malen bewe zen, zelfs voor minder gemakkelijke be drijfstakken. Niemand zal toch immers willen beweren dat de grote scheepsbouw gemakkelijk is. Toch is het mogelijk gebleken dat landen als Korea en Taiwan bij buitenlandse bu-
ro's volledig uitgewerkte plannen kopen voor het opzetten van scheepswerven, kant en klaar, inklusief de tekeningen voor standaard tankers, bulkcarriers, enz. Dit is met motorenfabrieken en motoren niet mogelijk. Wel is het verstrekken van licenties aan andere landen een redelijke mogelijkheid, maar is daardoor toch van een geheel an dere orde dan het scheepsbouwvoorbeeld. Hoe komt dit? Omdat een motorenfabriek, als het goed is, meer is geworden dan alleen een fabrikant van frames, assen, zuigers en complete motoren. Het is een kennisbank, boordevol know-how op het gebied van het ontwer pen, bouwen en beproeven van het eigen produkt en het geven van service aan dit produkt. Daarbij is tevens een enorme kennis ver gaard op het gebied van de totale motorinstallaties aan boord van schepen en in krachtcentrales. Het is nu juist die kennis welke de motoren fabriek een bepaalde extra bestaansmoge lijkheid kan geven. Nog verder overdacht: De aanwezigheid van dit soort toeleveranciers aan scheeps bouw en elektrotechnische installateurs bevordert de bestaansmogelijkheid van laatsgenoemden. Waar blijft de werf als alle kennis van de werktuigbouw uit het buitenland moet ko men? Zal dan de reder niet zeker naar dat buitenland gaan om het schip te bestellen? Inhakend op de bijdrage van Prof. Van den Pol en kijkend naar te overwegen aanbe velingen' en tevens naar ons antwoord op de gevaren 1 en 2, kunnen bepaalde konklusies getrokken worden: - Typebeperking en betere concentratie op het produkt en haar beperkte marktge bied. Hierin past aanbeveling nr. 1 van Prof. Van den Pol zeer goed. - Produktontwikkeling moet vóórlopen op de vraag. Punt 3 van de aanbevelingen sluit hier goed op aan. - Wat betreft punt 2 uit de aanbevelingen menen wij dat het kwalitatieve peil van de Nederlandse dieselmotor goed is. De door ons geschetste kennis en ook het aanwezige verantwoordelijkheidsgevoel ■ staan hier borg voor. Wij moeten ons niet blindstaren op inciden tele technische moeilijkheden. Deze ko-
men overal in de motorenwereld voor, maar vallen dichtbij huis meer op. Tot slot: Gezien het feit dat konklusies pa rallel lopen, is nader overleg natuurlijk be langrijk. - Aanbeveling 4. Omdat onze Nederlandse motorenfabrieken al veel met elkaar gesproken hebben is
wellicht een frisse inbreng van een instan tie net naast de motorenindustrie belang rijk. En hiermee wordt de bal teruggekaatst naar de schrijver. Eén ding weten we al zeker wanneer we over het samenwerken van een Neder landse motorenindustrie praten: Zomaar
bij elkaar vegen met de saneringsbezem maakt de situatie pas werkelijk slecht. De belangrijke drijfveer teamspirit wordt hier bij weggeveegd DIREKTIE BOLNES BRIEK B.V.
MOTORENFA-
Nieuwe patrouillevaartuigen voor het Gemeentelijk Havenbedrijf van Rotterdam
Op 22 ju li j.l. arriveerde in Rotterdam de eerste van een serie van vier patrouillevaartuigen, welke door Hoverm arine Inter national op de Hazel W harf te W oolston, Southam pton in Engeland vo or het Gemeentelijk Havenbedrijf van Rotterdam worden gebouwd. De vaartuigen zijn z.g. 'Surface Effect Ships' (SES), welke gedeeltelijk op een luchtkussen drijven. De vaartuigen welke 18 m eter lang zijn hebben een gew icht van 25 ton. Met twee dieselm otoren van elk 380 bhp, kunnen zij een snelheid van 34 knoop bereiken, w aarbij 185 bhp w o rd t benut vo or het lucht S. en W - 46ste jaargang nr 20 - 1979
kussen. De vaartuigen hebben een grote manoeuvreerbaar heid. De stopweg bij een snelheid van 30 knoop bedraagt 45 meter. De vaartuigen zijn uitgerust voor ram penbestrijding m et een op afstand bedienbare blusm onitor en hebben voorts ook een droogpoeder- en schuimblussysteem. Voor eigen bescherming is een sproeisysteem rond het schip aange bracht. Tot de uitrusting behoren verder een viertal brancards en zuurstofapparatuur. Tot de moderne nautische en electronische uitrusting behoort o.a. een gesloten TV-circuit m et een camera gem onteerd op een 17 meter hoge telescoopmast. 423
* ?
NEDERLANDSE VERENIGING VAN TECHNICI OP SCHEEPVAARTGEBIED (Netherlands Society of Marine Technologists)
Voorlopig programma voor lezingen en evenementen seizoen 1979/1980
Ontwikkelingen met betrekking tot het zeetransport van LNG* door de heer H. J. Ruts, medewerker van het Nederlands Maritiem Instituut, Rotter dam 2 okt. (di) Groningen De ontwikkeling van de maritime electronica door de heer J. Noordegraaf van RadioHolland B.V., Amsterdam 25 okt. (do) Rotterdam 26 okt. (vr) Amsterdam 1 nov. (do) Groningen Ro-ro schepen** spreker(s) nader op te geven 13 nov. (di) Delft (voor de afd. Rotterdam)
Nieuwjaarsbijeenkomst 3 jan. (do) Rotterdam
Algemene ledenvergadering 23 apr. (wo)
Scheepsontwerp** sprekers nader op te geven 17 jan. (do) Rotterdam 18 jan. (vr) Amsterdam 24 jan. (do) Groningen
Onderwerp nader op te geven* 22 mei (do) Rotterdam 23 mei (vr) Amsterdam
Jaardiner 9 feb. (za) Amsterdam. Hotel 'Krasnapolsky’ Onderwerp nader op te geven 21 feb. (do) Rotterdam 22 feb. (vr) Amsterdam 26 feb. (di) Groningen
NB Aanvullingen en wijzigingen van het programma zullen nog volgen, een ex cursie najaar 1979 of voorjaar 1980 wordt voorbereid.
Discussieavond onderwerp nader op te geven nov. Amsterdam
Inert gas installaties* spreker(s) nader op te geven 20 mrt (do) Rotterdam 21 mrt (vr) Amsterdam 27 mrt (do) Groningen
Doxford dieselmotoren spreker(s) nader op te geven 13 dec. (do) Rotterdam 14 dec. (vr) Amsterdam 18 dec. (di) Groningen??
Oliebestrijdingsvaartuigen** sprekers nader op te geven 17 apr. (do) Rotterdam 18 apr. (vr) Amsterdam 22 apr. (di) Groningen
"Lezingen in samenwerking met de Sectie Scheepstechniek van het Ko ninklijk Instituut van Ingenieurs en het Scheepsbouwkundig Gezelschap ’Wil liam Froude’.
J. VAN BUREN SWTK (met diploma Cll) Nedlloyd Rede rijdiensten, Rotterdam Molenweg 20, 3233 AT Oostvoorne Voorgesteld door P. C. van Vliet
Ir. J. A. DE JONGH, s.i. Ontwerper RSV Gusto Engineering, Schiedam Susannadonk 36, 4707 WP Roosendaal Voorgesteld door H. S. Sival
W. P. VAN DER EIJK Leraar Maritiem Instituut De Ruyter’ Goeman Borgesiusstraat 65, 4384 JM Vlissingen Voorgesteld door D. van Noort
E. K. J. KRAB Leraar Maritiem Instituut 'De Ruyter’ J. M. Kemperstraat 19,4384 GJ Vlissingen Voorgesteld door D. van Noort
Ballotage De volgende heren zijn voor het gewoon lidmaatschap voorgedragen aan de Ballotage-Commissie: R. BELT Afgest. Hogere Zeevaartschool voor SWTK'n, Adam , HTS-structuur; SWTK Nedlloyd Rederijdiensten van Dalenlaan 143. 2082 VE Santpoort-Z Voorgesteld door J. den Arend J, A. DE BOER Afgest. Hogere Zeevaartschool voor SWTK'n, Adam , HTS-structuur; SWTK t.v.v. De Kon. Hollandsche Lloyd M. Michielshof 30, 1483 CD De Ryp Voorgesteld door A. W. Th. van der Endt Ir. B. BOON, s.i. Hoofd Ontwerpgroep RSV Gusto Engi neering B. Zweersplein 66, 3122 TW Schiedam Voorgesteld door H. S. Sival 424
W. J. A. EYSVOGEL Oud-SWTK (met diploma Bil); Manager Verolnave’ Saldanha P.O. Box 139, Zuid-Afrika, Saldanha Voorgesteld door P. A. Luikenaar J. CH. A. FRANCINO Oud-SWTK (met diploma B2); Service Manager Turbochargers Brown Boveri Nederland, Rotterdam Stationsstraat 21 f, 2405 BL Alphen a. d. Ryn Voorgesteld door H. Kerkhoven
*Lezingen in samenwerking met het In stitute of Marine Engineers (Nether lands Branch)
J. W. KÜCHLER Afgest. Hogere Zeevaartschool voor SWTK'n, Adam , HTS-structuur; SWTK Pr. Bernhardstraat 20, 1911 GP Uitgeest Voorgesteld door J. den Arend K. A. MENSINK Oud-SWTK (met diploma C); Senior Cost Engineer Lummus Nederland B.V., Den Haag Populierenlaan 145, 2925 CR Krimpen a d. IJssel Voorgesteld door C. Hagenaars
J. M. Ph. MINNESMA Afgest. Hogere Zeevaartschool voor SWTK'n, A’dam, HTS-structuur; SWTK Nedlloyd Rederijdiensten, Rotterdam Dykgraafplein 59, 1069 EL Amsterdam Voorgesteld door J. den Arend G. C. VAN NIMWEGEN Afgest. Hogere Zeevaartschool SWTK'n, A dam, HTS-structuur Birkholm 234, 2133 CL Hoofddorp Voorgesteld door S. J. Kuiper
voor
A. B. VAN RIJNSBERGEN Project Engineer Design Dept. RSV Gusto Engineering B.V., Schiedam Burg. de Zeeuwstraat 290, 2981 AJ Rid derkerk Voorgesteld door H. S. Sival A H. SCHIFFMACHER Afgest. Hogere Zeevaartschool Delfzijl, HTS-structuur; SWTK Kon. Nedlloyd Groep N.V., R’dam Schimmelstraat 14, 3842 CN Harderwyk Voorgesteld door P. A. Luikenaar A. J. W. SCHÖLTEN Oud-SWTK (met diploma B); Technisch superintendent ITC Haarlem Dorpsstraat 454, 1722 EJ Zuid Scharwoude Voorgesteld door F. R. Jonkman Ir. W. SCHOONMADE, w.i. Hoofd Ontwerpgroep Offshore Kranen RSV Gusto Engineering, Schiedam Rozenoord 26, 2651 XN Berkel & Rodenrys Voorgesteld door H. S. Sival J. J. E. VAN VEGHEL Oud-SWTK (met diploma B); Technisch Tekstschrijver Radio-Holland B.V., Am sterdam Vettenoordstraat 34,3131 TR Vlaardingen Voorgesteld door P. A. Luikenaar A. WENNEMERS Afgest. Hogere Zeevaartschool voor SWTK'n, Adam , HTS-structuur; SWTK t.v.v. De Kon. Hollandsche Lloyd, A dam Heuvellaan 12, 1217 IM Hilversum Voorgesteld door S. J. Kuiper
Voorgedragen als JUNIOR-LID: H. J. BEIJERING Leerling SWTK diploma BM De Jokse 157, 8918 GS Leeuwarden Voorgesteld door P. van Leunen R. S. H. FOKKINGA Leerling SWTK diploma BM; Student aan het Maritiem Instituut 'De Ruyter’ p.a. Mar. Inst. 'De Ruyter', Boul. Bankert 60, 4382 AC Vlissingen Voorgesteld door P. van Leunen S. en W. - 46ste jaargang nr. 20 - 1979
H. W. HOUG Student a.d. TH Delft, afd. Scheepsbouwkunde Roland Holstlaan 112, 2624 GG Delft Voorgesteld door P. A. Luikenaar T. A. NEVEN Leerling SWTK diploma BM: Student aan het Maritiem Instituut 'De Ruyter’. Vlissin gen Aalberse Lanen 8, 3445 TB Woerden Voorgesteld door P. van Leunen J. SMEDING Leerling SWTK diploma BM Stieltjesstraat 22, 8302 GX Emmeloord Voorgesteld door P. van Leunen G. H. SMIT Leerling Scheepswerktuigkundige diploma BM Smit-Lloyd. R'dam Koning Willem III straat 4, 3931 BB Wou denberg Voorgesteld door P, van Leunen J. VINK Leerling SWTK diploma BM; Student Mari tiem Instituut 'De Ruyter', Vlissingen Phoenixstraat 16, 1561 GH Krommenie Voorgesteld door P. van Leunen P. S. WILLEMS Leerling SWTK diploma BM Wilfred Stillweg 1a, 7913 XA Hollandscheveld Voorgesteld door P. van Leunen Eventuele bezwaren, schriftelijk binnen 14 dagen aan het Algemeen Secretariaat van de NVTS, Heemraadssingel 193,3023 CB Rotterdam.
Nieuwe Opdrachten De Hollandse IJssel N.V. Machinefabriek 'De Hollandse ’IJssel' te Oudewater heeft opdracht ontvangen voor de bouw en levering van een 500 liter Zelfmanoeuvrerende baggermolen. De molen is speciaal ontworpen voor het graven van een 66 km lang en 25 meter breed kanaal voor het Corantijn Project in Suriname. Hoofdafmetingen: Ponton; lengte 4 4 ,- meter; breedte 1 5 meter en holte 2,1 meter. Emmerinhoud: 500 liter. Het gebaggerde materiaal wordt via trans portbanden op de oevers gestort op resp. 42 en 37 meter vanaf het hart van de mo len. De voortstuwingsbeweging is d.m.v. 4 stuks volledig automatisch werkende spudpalen.
Nieuwe Noord Nederlandse Scheeps werven Theodora Tankers te Rotterdam (een werkmaatschappij van het Furness con cern) heeft een contract getekend voor de bouw van een tanker bij de b.v. Nieuwe Noord Nederlandse Scheepswerven te Groningen. Het nieuwe schip wordt ingericht voor het vervoer van vloeibare bitumen in ver warmde tanks met een temperatuur van 200°C. Het draagvermogen wordt 2200 ton, terwijl de hoofdafmetingen zijn: lengte 67.00 m, breedte 13.50 m, diepgang 5.50 m. Speciale voorzieningen (en een hogere in vestering) waren nodig om de hoofdmoter geschikt te maken voor het gebruik van z.g. 'zware' olie in plaats van veel duurdere gasolie. De motor zal 1500 pk leveren, die de tanker een snelheid geven van 11.5 mijl per uur. Moderne navigatie apparatuur zal worden geïnstalleerd, terwijl aan de ac commodatie voor de bemanning hoge ei sen zullen worden gesteld. Het schip zal in september 1980 worden opgeleverd en ingezet in de z.g. 'worldwide trade’.
Kiellegging Smit-Lloyd 71 Op 20 juli l.l. werd bij de Scheepswerf De Merwede' de kiel gelegd voor het bevoor radingsschip Smit Lloyd 71, dat op die werf voor Smit Internationale wordt gebouwd. Het schip zal naar verwachting in maart 1980 worden opgeleverd en zal dan in het Verre Oosten worden ingezet. De basis van het ontwerp van deze 70klasse is terug te vinden in de wat oudere vertrouwde 3000 pk schepen, met de ma chinekamer vóór het cementruim. Het 60 meter lange schip krijgt een groter achter dek en verder zullen er zwevende vloeren worden geïnstalleerd, zulks in verband met de geluidsisolatie. De hoofdvoortstuwing zal geschieden door twee 18-cilinder Bol nes motoren. Naast een 500 pk boeg schroef zal de "Smit-Lloyd 71’ worden uit gerust met een brandblusinstallatie (twee monitoren met elk een capaciteit van 550 m3/uur) en een uitgebreid lierenpark.
Tewaterlatingen 11 De novembro Op 3 juli j.l. is met goed gevolg te water gelaten het vrachtschip "'11 De novem bro', bouwnummer F 71 van Scheepswerf Ton Bodewes B.V. te Franeker, bestemd voor Cabotagem Nacional Angolana te Luanda. Hoofdafmetingen zijn: lengte 47,75 m, breedte 11,50 m, holte 2,80 m. In dit schip worden 2 Caterpillar motoren, 425
4-tact, enkelwerkend van het type 3408 PCTA, met een vermogen van 2 x 365 pk bij 1800 omw./min. geïnstalleerd. Het schip wordt gebouwd onder toezicht van Bureau Veritas voor de klasse: I 3/3 E Cargo Coastal Waters. Mentor Op 15 augustus is met goed gevolg te watergelaten het vrachtschip 'Mentor', bouwno. 369 van Amels B.V. Scheepswerf en Machinefabriek te Makkum, bestemd voor K.N.S.M. te Amsterdam. Hoofdafmetingen zijn: lengte 74,98 m, breedte 16.00 m, holte 9.-/6.04 m In dit schip worden 1 Stork-Werkspoor mo tor, 4-tact, enkelwerkend met een vermo gen van 4370 pk bij 600 omw./m in., van het type 6 TM 410 L/R en 2 Deutz motoren van het type BA8M816 R met een vermogen van 2 x 396 pk bij 1200 omw/min. geïnstal leerd. Het schip wordt gebouwd onder toe zicht van Bureau Veritas voor de klasse: I 3/3 E HhCargo-containerschip, DeepSea AUTO-OS.
Overdrachten Fatahiliah Op 16 juli 1.1, vond bij de Werf WiltonFijenoord te Schiedam de overdracht plaats van het korvet Fatahiliah. Dit schip is de eerste van de drie korvetten welke door RSV voor de Indonesische Marine worden gebouwd.
Technische Informatie 'Fail safe' Marine Steering System Per fected A new fail safe' design of ship steering gear that is able to operate satisfactorily after a hydraulic failure and could avoid mishaps such as the 'Amoca Cadiz' disas ter, has just been patented by two Scottish companies, John Hastie of Greenock Ltd. and Brown Brothers and Co Ltd of Edin burgh. The system, developed jointly by the com panies, satisfied proposals under discus sion by IMCO. The Hastie-Brown gear has two independent two-ram systems. In the event of a fault developing, the hydraulic circuits can be divided so that the non defective circuit controls the rudder. Nor mally under these conditions, the gear will operate at half the designed maximum torque to provide emergency steering, but in a new installation, the system can be sized so that either pair of rams will pro duce enough torque to give full rudder con trol at maximum speed. The system corporates an electronic logic control unit (LCU) which, on reception of a fault indication, automatically divides the system, stopping the power unit on the de fective half, and starting up the other power 426
unit if it is not running. In the event of loss of hydraulic fluid, the LCU is triggered by float switches which provide advance warning of a fault before any loss of steering occurs - a system that not only ensures steering continuity, but also prevents damage to the hydraulic pump. If the rudder fails to respond, the LCU can be activated manually from the bridge, while in the event of complete loss of power to the steering, the rudder can be arrested manually by operating two rudder locking valves.
NEN-voorblad overgenomen, waarmee het totaal op 36 kwam. Van de nog be staande oude Nederlandse normen wer den er twee ingetrokken, zodat er nu nog 35 zijn. Deze bestaan, zoals voor deuren, kluizen, trappen en bordessen. (Jaarverslag NNI)
Diversen
Er zullen, zo kwamen BS en de bonden overeen, vier werven in Schotland en één in Engeland worden gesloten. Naast het verlies aan arbeidsplaatsen, dat die sluiting oplevert, moeten nog eens 6000 banen verdwijnen. 'Wij zullen er alles aan doen om gedwongen ontslagen te voorkomen. Wellicht kunnen we dat door overplaatsing, vervroegd pensioen en vrijwillig ontslag be reiken’, aldus een bekendmaking. Zowel de bonden als de werfdirectie gaan er bij de regering in Londen op aan dringen de wer keloosheidsuitkeringen te verhogen. Daarnaast zal British Shipbuilders, om te kunnen voldoen aan de eis zichzelf binnen nu en twee jaar te kunnen bedruipen, or ders proberen binnen te halen voor de bouw van ten minste 45 schepen. Beide partijen waren het volkomen eens, dat iedereen - van hoog tot laag - moet meewerken om de verlangde resultaten te bereiken. 'Werkvertragende acties en sta kingen zijn uit den boze', aldus de bonden en BS. Een direct gevolg van één en ander is, dat ruim 4200 werknemers van de Govan-werf hebben besloten weer aan het werk te gaan. Hun weigering om overwerk te doen in de afgelopen drie weken heeft een be hoorlijke achterstand opgeleverd in de bouw van tien schepen voor Poolse reke ning. DS. 12-9-79
Normalisatiedag 79 Op 10 oktober organiseert het Nederlands Normalisatie-instituut (NNi), in nauwe sa menwerking met de Kwaliteitsdienst-KDI en het Veiligheidsinstituut, de traditionele Normalisatiedag in de Jaarbeurs Congres zaal te Utrecht. De dag staat in het teken van: 'Produktkwaliteit, bedrijfsveiligheid en normalisatie', Hierbij wordt gedacht aan de kwaliteit van produkten, de veiligheid in en om het bedrijf en de normalisatie als middel om voor deze twee functies de juiste maatstaven (nor men) te ontwikkelen. Met het thema van deze dag wordt inge haakt op de maatschappelijke ontwikkelin gen rond zowel de introductie van het lan delijke kwaliteitsplan ter verbetering van de totale kwaliteitszorg in de bedrijven, als de nieuwe - in behandeling zijnde - Arbeids omstandighedenwet ter bevordering van het werkklimaat, met name de gezondheid en de veiligheid van de werknemers. Nadere informatie: NNI afd PR, tel.070906800 tst. 223. Normalisatie in de Scheepsbouw De technische commissie ISO/TC 8 'Scheepsbouw' publiceerde - als vrucht van jarenlange arbeid in diverse subcom missies - zeven normen en dertien ont werpen. Hierbij zijn voor het eerst twee normen voor onderdelen van jachten; ver der betreffen deze uiteenlopende onder werpen als mangaten, ankerlieren en kaapstanders, leidingwerk en een drieta lige lijst van termen voor scheepsschroe ven. Bij de ontwerpen is er een eerste over af metingen van duwbakken ('ship borne barges’); andere betreffen ladders, kabels, bolders en onderdelen van binnensche pen. Van de overige in behandeling zijnde onderwerpen valt een goede voortgang te melden bij onder meer magnetische kom passen en rij-op/rij-af installaties. De Nederlandse begeleidingscommissies namen in de meeste gevallen actief deel aan het internationale commissiewerk. Ook werden weer zes ISO-normen met
Gezondmaking Britse scheepsbouw De directie van de genationaliseerde Britse scheepsbouw, British Shipbuilders, en de betrokken vakbonden zijn het na een week vergaderen eens geworden over de maat regelen die nodig zijn om de scheepsbouw in Groot-Brittannië weer gezond te maken.
Werkgelegenheid bij Zweedse Scheepswerven gedaald met 30% Eind maart van dit jaar waren er bij de Zweedse scheepswerven in totaal 21.700 mensen werkzaam. Vergeleken met een topjaar van 31.500 werknemers in 1975 betekent dit een daling met bijna 10.000 binnen ruim driejaar. Een en ander blijkt uit een rapport van de Zweedse Vereniging van Scheepbouwers. Eind maart jl omvatte de order-portefeuille 56 koopvaardijschepen met een gezamen lijke inhoud van 1.222.528 bruto registerton en 12 marine-schepen van totaal 7.830 ton. Van de koopvaardijschepen zijn er 39 met een gezamenlijke inhoud van 461.000 bruto register ton bestemd voor Zweedse rederijen. De orderportefeuille voor alternatieve pro-
dukties bij de werven omvatten o.a. een drijvend dok met een hefvermogen van 80.000 ton voor de Sovjet-Unie, twee z.g. semi-submersible platforms voor Consafe Offshore AB in Göteborg, alsmede ver schillende brug-projecten. De Nederlandse zeevisserij in 1978 Uit gegevens, gepubliceerd door de afde ling Visserij en Bosbouw van het Landbouw-Economisch Instituut, blijkt dat in 1978 de kleine zeevisserij voor het eerst sinds 1973 in totaal weer zonder verlies heeft kunnen varen. Een vloot, die even groot was als in 1977, bracht 15% meer vangst aan wal. De totale besomming be droeg 353 miljoen gulden, 16% meer dan in 1977. Door deze hogere besomming wa ren de netto-resultaten per schip over de gehele linie beter dan in het voorgaande jaar. In bijna alle groepen schepen werd een netto-overschot behaald, maar daar mee kon slechts een deel van de verliezen in de afgelopen vier jaar worden goedge maakt. Gezien de huidige problemen op het gebied van de olievoorziening, is het de vraag of de resultaten van de kottervisserij in 1978 kunnen worden gehandhaafd. De grote zeevisserij heeft nog meer dan in voorgaande jaren, compensatie moeten zoeken voor de decimering van de haring vangst als gevolg van vangstbeperkingen in de Noordzee en de wateren ten Westen van de Britse eilanden. De totale aange voerde hoeveelheid kon weliswaar worden verhoogd tot 81 miljoen kg - 17% meer dan in 1977 - maar de aanvoerwaarde was door de vervanging van hoogwaardige ha ring door vissoorten die veel minder op brachten, 12% lager. Het gevolg was dan ook, dat het kleine netto-overschot in 1977 afgleed naar een klein tekort in 1978. Dat dit tekort niet groter is geworden is te dan ken aan veelvuldig stilliggen van de vloot, hetgeen kostenbesparend heeft gewerkt en bovendien een door de Staat verleende stilligpremie opbracht. Voor de visserij op alternatieve soorten - makreel, horsma kreel, blauwe wijting - lenen zich de grote vrieshektrawlers het beste; het nettoresul taat van deze schepen was dan ook niet ongunstig. De kleinere hektrawlers en zijtrawlers leden daarentegen grote verliezen omdat zij voor alternatieve visserijen min der geschikt zijn. Bij voortgaande vangst beperkingen op haring in 1979, ziet de situatie voor de grote zeevisserij er somber uit. IRO werkt aan overeenkomst met Rus sisch Staatscomité Op uitnodiging van de Russische autoritei ten zal een Nederlandse delegatie in de eerste week van oktober een bezoek aan Moskou brengen. Tijdens dit bezoek, dat aan Nederlandse zijde georganiseerd wordt door de Indus triële Raad voor de Oceanologie (IRO) in nauwe samenwerking met het Nederlands S. en W. - 46ste jaargang nr. 20 - 1979
Centrum voor Handelsbevordering (NCH), de Economische Voorlichtings Dienst (EVD) en de Netherlands Oil and Gas Equipment Manufacturers (NOEM), ligt het in de bedoeling een overeenkomst te teke nen over wetenschappelijk/technische en economische samenwerking tussen het Russische Staatscomité voor Wetenschap en Techniek en de IRO. Van de zijde van de IRO zal de voorzitter, de heer P.J.S. de Jong de onderhandelingen voeren. Voor afgaand worden door de delegatie enkele vakministeries bezocht, en aansluitend zul len een 20-tal vertegenwoordigers van Nederlandse bedrijven en wetenschappe lijke instellingen tijdens een 3-daags sym posium onderwerpen behandelen op het gebied van gasbehandeling, gastransport, gasdistributie en offshore-technologie. Een gedeelte van de delegatie zal even eens een bezoek brengen aan Leningrad om zich ook daar te oriënteren omtrent de mogelijkheden voor het Nederlandse be drijfsleven. Tijdens meerdere informele bijeenkomsten zullen de Nederlandse deelnemers in de gelegenheid worden gesteld Russische autoriteiten te ontmoeten. De IRO wil met deze manifestatie de aan gesloten organisaties en bedrijven de mo gelijkheid bieden contacten en samenwer king tot stand te brengen op wetenschap pelijk/technisch en economisch gebied met Sowjet-organisaties. Bij de voorbereidingen voor dit bezoek werd zeer veel steun ondervonden van de Nederlandse overheid en met name van de Nederlandse Ambassade in Moskou. Techni - show '80 Van maandag 17 tot en met zaterdag 22 maart 1980 wordt te Utrecht de grote vier jaarlijkse TECHNI-SHOW gehouden. Deze gespecialiseerde vakbeurs, die zich richt tot de gehele metaal- en houtverwer kende industrie, beoogt een duidelijk over zicht te geven van de nieuwste ontwikke lingen op het gebied van de produktiemiddelen, machines, gereedschappen, werk plaatsinrichting en alle andere zaken die van belang zijn voor het goed funktioneren van deze belangrijke bedrijfstakken. Het beursprogramma ziet er als volgt uit: - gereedschapswerktuigen voor de ver spanende bewerking van metalen; - gereedschapswerktuigen voor de nietverspanende bewerking van metalen; - NuBe gereedschapswerktuigen en ap paratuur voor de informatieverwerking ten behoeve van de werkplaatstechniek; - machines en gereedschappen voer de verspanende houtbewerking; - machines en gereedschappen voor de niet-verspanende houtbewerking; - verspanende gereedschappen; - elektrische handgereedschappen; - pneumatische machines en gereed schappen; - spangereedschappen;
- meetmiddelen en -machines; - las- en snijapparatuur; - verbindingstechnieken van metalen en kunststoffen; - hardings- en verwerkingsinstallaties; - machines en materialen voor oppervlak tebehandeling; - galvanotechniek; - ferro en non-ferro metalen; - werkplaatsinrichting. Gelijktijdig met TECHNI-SHOW 80 wordt de vakbeurs Algemene Toelevering (VAT 80) gehouden. VAT '80 is een specifieke de Vakbeurs Algemene Toelevering (VAT specifikatie en/of in opdracht) ten behoeve van de metaalelektrotechnische-, kunst stoffen- en de houtverwerkende indus trieën. Investigation of floating dock for opera tion under typhoon conditions The new Tsing Vi Shiprepair yard of Hong Kong United Dockyards, in Hong Kong harbour, is equipped with floating docks as opposed tot the graving docks operating in their Kowloon Yard. As Hong Kong is sub jected to the effects of typhoons for part of the year, H.U.D. considered it vital to check that their floating docks would remain safe and operable during typhoon conditions. Consequently, the Advisory and Projects Group of LR s Hull Structures Department was requested to investigate the probable behaviour of their floating dock Whampoa1 (lifting capacity 20,000 tons) in simulated typhoon conditions. It is believed that this analysis represents the most complete investigation ever un dertaken regarding the behaviour of a floa ting dock with the interactive effects of the docked ship in simulated weather condi tions. The typhoon conditions defined bij Hong Kong United Dockyard and the builders of the dock, Sasebo H.l. of Japan, were speci fied as winds of 130 mph and wave heights of 4.0m. The dock itself is 220 m. long, 45.2 m in beam and 16 m. deep. It is maintained in position by securing chains anchored to the seabed. There are ten chains each side with an additional two forward and another two aft. The light weight of the dock is 10,522 tons and its lifting capacity 20,000 tons. For the purpose of the investigation the complete dock/ship securing system was represented by a three dimensional finite element mathematical model. For the purpose of the analysis the dock was assumed to be occupied by a con tainer ship of about 20,000 displacement tons and 218 m in length - this being a typical vessel of maximum weight and maximum length for the deck. The method of analysis included the follow ing instruction components - idealisation of the floating dock itself separate grillage model representing longitudinal and trans 427
verse rigidity of the docked ship keel and side block support system dock securing system. On the successful completion of the exer cise, the class notation 'Caisson Dock Specially Strengthened' was assigned. £10 0 million plan for space-age ship communications The number of merchant ships equipped to communicate via space satellites is likely to jump from the present 200 to more than 2,000 by the mid-1980s. Under a £ 100 million project which has recently been discussed in Britain at a con ference by 20 of the world’s maritime nati ons, new ground and satellite .facilities will be provided over the next few years to im prove communications between ships and shore stations that may be on the opposite sides of the world. The project will be handled by a new orga nisation called the International Maritime Satellite Organisation - INMARSAT for short - which is to have permanent head quarters in Londen. More than 60 delegates representing coun tries including the UK, United States, Rus sia, Japan and China, were invited to the conference by the British Post Office which is to have an 11 per cent share in the new scheme. At present ships use the MARISAT satelli tes but these are primarily for the United States navy and thus can only offer limited capacity for commercial use. Europe is planning its own pair of maritime communications satellites called MARECS. These will be derivatives of two Eu ropean Communications Satellites known as ECS which are designed to provide tele communications services between fixed land terminals. British Aerospace’s Dyna mics Group, acting on behalf of a consor tium of European space companies, has signed a £ 73 million ESA contract to pro vide the four satellites. They will be laun ched by the European Ariane rocket from Kourou, French Guiana, starting next year. U.K. Oil production overtakes con sumption Production of oil from the United Kingdom sector of the North Sea has for the first time overtaken consumption. Provisional estimates show that output in June topped 1,700,000 barrels a day. This was equivalent to 90 per cent of average demand but more than four per cent above normal seasonal consumption. The figures, revealed by stockbrokers Wood, McKenzie of Edinburgh and confir med by the Department of Trade, show that although production overall this year will not be sufficient to turn Britain into a net exporter it is now certain that the equivalent of self-sufficiency will be achieved next year as forecast. 428
The rising demand in winter of this year will boost consumption above production. Even when self-sufficiency is achieved however, Britain will continue to sell on the export market around 40 to 45 per cent of the light, low-sulphur North Sea crude and make up the difference by importing less expensive heavier crude oil. High quality North Sea oil is mainly used to make petrol, heating oil and chemical products.
More activity at the Norwegian ship yards In the first half of 1979, 27 ships totalling 142 000 grt were ordered from Norwegian yards. The corresponding figures for the same period last year, were 63 ships of 41 000 grt. The yards received many que ries regarding newbuilding during the year’s first six months, but the yards are dependent on Government subsidies if their prices are to be kept at a level accept able tot the shipowners. Therefore, orders are not placed on a normal commercial basis - though there are also limits to the amount of governmental aid that can be granted to the yards. The many enquiries received have come from both Norwegian and foreign shipowning companies. Contracts have been signed for over 30 000 tons which will go to foreign owners, but these are mainly fi nanced through government aid to the de veloping countries. There are now indications that the most serious phase of the shipyard crisis has come to an end, but it will be some time before normal conditions are restored. Eldfisk - Norway's third largest oilfield comes into operation Eldfisk, Norway’s third largest oilfield has now come into operation. Of all the fields on the Norwegian continental shelf, only Ekofisk and Stafjord are larger. The field is the sixth of seven oilfields in the Ekofisk area which yield oil and gas. Phillips Petroleum Co. is operator for the field. After an initial warming up' period, Eldfisk will produce 75 000 barrels of oil and 120 million m3 of gas per day. According to plans, top pro duction will be reached in the third quarter of 1981 when 225 000 barrels of oil and 435 million m3 of gas will be produced from the field every day. On Eldfisk, the oil and gas will be recovered by means of two drilling platforms. These will then be separated, purified of sand and water on another platform and then led through two pipelines to the Ekofisk centre. This is the starting point of two pipelines, one of which goes to Teesside in England and the other to Emden in West Germany, Production on one of the two drilling plat forms is now underway, and oil and gas from, at present, two wells is being treated on a special platform. Nine wells have been drilled from the platform now in operation
and these will be tapped after the initial phase. At the end of 1981, about 30 wells will be in operation. Eldfisk field is part of the so-called Ekofisk area. When production starts on the Edda field at the end of this year, all the fields of the Ekofisk area will have come into opera tion. Twenty platforms will then be engaged in the production of oil and gas, at a cost of more than 30 thousand million NOK. The grand total of production for the entire Eko fisk area will be 660 000 barrels of oil per day in the third quarter of 1981. At the same time, 2.4 thousand million m3 of gas will be produced. These figures include Shell’s share of the Albuskjell field and Amoco’s and Noco's share of the Tor field. The magnitude of activities in the Ekofisk area can also be illustrated by the fact that in the month of June alone, a total of 33 000 persons was transported between the plat forms by helicopters. This year the whole Ekofisk area will provide the state with an income of 6 thousand million NOK in taxes and duties. This is exceeded only by the income coming from direct taxation and value added tax. Norwegian shipbuilding orders for over 2 000 NOK So far this year, Norwegian shipowners have placed orders at Norwegian and fo reign yards worth more than 2 000 million NOK. Contracts have been signed cover ing altogether one million tons and several large contracts are being negotiated with foreign yards. If these negotiations are successful, they alone will represent 1 500 million NOK or $ 300 million. Ships on or der for Norwegian owners will then consti tute 30 contracts of altogether 1.5 million tons. In comparison with this, Norwegian owners placed orders for only one car car rier from Japan and one 2 000 ton tanker from Norway throughout the whole of 1978. This year’s orders, therefore, give rise to a degree of optimism. These facts do not imply that it has become so much more profitable for Norwegian owners to place orders, but improvements in the freight market have made Norwegian shipowners consider renewals within the fleet to meet the improved conditions. There is a lot of old tonnage in the fleet at present. Even though the yards’ prices are rising, it is still fairly inexpensive to have ships built. The brokers are therefore point ing out that efforts must be directed to wards giving Norwegian owners the possi bility to invest in ships before prices again reach a peak. While Norwegian yards are dependent on subsidies, Norwegian ow ners are equally dependent on financing arrangements. Shipbrokers are hopeful that the authorities will continue their sub sidies policy during the transitional period now that signs can be seen of a balance between building capacity and increasing demand.
