Dissertations / Theses on the topic 'Comfort on board ship'

2013/2014
Gli alti livelli di comfort che sono richiesti oggigiorno a bordo di navi da crociera e mega-yachts, portano i progettisti a concentrare la loro attenzione sul problema del rumore strutturale. I motori diesel quattro tempi che sono installati a bordo nave come motori principali o diesel generatori, sono tra le principali sorgenti di rumore strutturale. Per questa ragione, al fine di ridurre l’energia vibrazionale generata da queste sorgenti e trasmessa, tramite le strutture nave, ai locali alloggio, i motori diesel sono sospesi mediante elementi resilienti. Tali elementi resilienti disaccoppiano la sorgente di rumore e vibrazioni (motore diesel) dal mezzo di propagazione (le strutture nave) e isolano dunque la sorgente dalle strutture riceventi. I livelli di rumore strutturale misurati alle fondazioni del motore diesel dipendono dai livelli di velocità misurati sulla sorgente (cioè ai piedi del motore diesel), dai livelli di impedenza meccanica degli elementi resilienti e dai livelli di mobilità meccanica delle fondazioni del motore diesel. Il single-point approach è un approccio semplificato per la previsione dei livelli di rumore strutturale che trascura l’interazione tra elementi resilienti. Secondo tale teoria, al fine di ridurre il rumore strutturale trasmesso attraverso gli elementi resilienti alle strutture nave, si deve ridurre l’impedenza meccanica degli elementi resilienti così come la mobilità meccanica delle fondazioni del motore diesel. In altre parole, si devono aumentare la rigidezza dinamica degli elementi resilienti così come l’impedenza meccanica delle fondazioni del motore diesel. Ad oggi, l’impedenza meccanica degli elementi resilienti può essere ricavata solo mediante prove sperimentali in laboratorio, mentre la mobilità meccanica del motore diesel è solitamente misurata quando la nave è in costruzione. Dunque non vi è la possibilità di predire, in fase progettuale, il rumore strutturale dovuto ai motori diesel. In questa tesi, viene presentata una procedura per la simulazione del rumore strutturale dovuto a motori diesel marini. La procedura si basa su test sperimentali e simulazioni numeriche. Nella prima parte della tesi sono richiamate le basi teoriche necessarie per l’esecuzione delle procedure numeriche e delle prove sperimentali. Sono dunque presentati i risultati delle analisi numeriche per simulare la mobilità delle fondazioni dei motori diesel marini. I risultati delle analisi FEM sono stati validati mediante confronto dei risultati delle analisi numeriche con i dati ottenuti da una campagna di misure eseguite a bordo nave. Successivamente sono presentati i risultati di una serie di prove eseguite per collaudare una nuova macchina sperimentale per misurare l’impedenza meccanica degli elementi resilienti. Lo scopo del collaudo era definire una procedura per l’utilizzo della macchina e per l’esecuzione di prove sperimentali in accordo alla ISO 10846, che è considerata normativa di riferimento per questo tipo di prove. Si è dunque proceduto con l’esecuzione di prove sperimentali eseguite su un elemento resiliente per motori diesel marini. Le prove sono state eseguite a differenti carichi statici. I risultati di queste prove sperimentali sono stati utilizzati per settare un modello numerico che simuli il comportamento non-lineare del componente in gomma del resiliente. I risultati ottenuti sia dalle prove sperimentali sia dalle simulazioni numeriche sono stati utilizzati per predire il rumore strutturale generato dai motori diesel, in accordo al single-point approach. I risultati ottenuti dall’applicazione del metodo sono stati confrontati con misure eseguite a bordo e sono stati discussi per evidenziare vantaggi e svantaggi dell’applicazione del metodo. Le procedure numeriche per la simulazione del comportamento dinamico del resiliente e della fondazione costituiscono un primo passo per l’ottimizzazione del sistema di isolazione del motore diesel marino.
The high level of comfort that is required today on board cruise vessels and mega-yachts, leads the designers to focus their attention on structure-borne noise issues. Four-stroke diesel engines that are installed on board as main diesel engines for the propulsion system and as gen-sets, are usually the main sources of structure-borne noise. For this reason, the diesel engines are usually resiliently mounted in order to reduce the vibration energy generated by these sources and transmitted through the ship structures to the accommodation areas. These mounts decouple the noise and vibration source (diesel engine) from the means of wave propagation (ship structures) and so, they isolate the source from the receiving structures. The structure-borne noise levels measured at the diesel engine foundation depend on the velocity levels measured at the source (diesel engine feet), on the mechanical impedance levels of the resilient mounts and on the mechanical mobility levels of the diesel engine foundation. The simplified theory of the single-point approach neglects the interaction among the resilient mounts. According to this theory, to decrease the structure-borne noise transmitted through the resilient mounts towards the ship structures, the mechanical impedance of the resilient mounts as well as the mechanical mobility of the diesel engine foundation are to be lowered. In other words the dynamic stiffness of the resilient mounts has to be decreased and the mechanical impedance of the diesel engine foundation has to be increased. To date, the mechanical impedance of real resilient mounts can only be obtained by laboratory tests and the mechanical mobility of the diesel engine foundation is usually measured when the ship is under construction, so it is not available for predictive analyses. In the thesis, a procedure for simulating the structure-borne noise generated by marine diesel engine is discussed. The procedure is based on both experimental tests and numerical simulations. In the first part of the thesis, some notes on the theoretical background are presented. Then, the results of FE analyses for simulating the mechanical mobility of a diesel engine foundation are shown. The FE models have been validated by the results of a measurement campaign carried out on board a ship. Then, the results of a series of tests performed to tune a new test rig, designed and built up at the University of Trieste for measuring the mechanical impedance of resilient mounts, are discussed. The campaign for tuning the test rig has been carried out in order to set an experimental procedure that allows achieving results in compliance with the ISO 10846 Standard, which is a sound reference for this kind of tests. As a case study, a large resilient mount for marine diesel engines has been tested to achieve its mechanical impedance curve at different static pre-loads. The outcomes of the experimental tests have been used for tuning the best numerical model of the resilient mount that properly takes into account the nonlinear behaviour of the rubber core. The data of the experimental tests carried out on board ships as well as in laboratory and the outcomes of numerical simulations have been used to predict the structure-borne noise according to the single-point approach. The outcomes achieved by the application of the method have been compared with on board measurements and pros and cons of the method are widely discussed. Moreover, the numerical procedures for the simulation of the dynamic behaviour of the resilient mount and the diesel engine foundation, pave the way for the optimization of the decoupling system of marine diesel engines.
XXVII Ciclo
1982

Thesis (M.S. in Resource Planning and Management) Naval Postgraduate School, June 1999.
"June 1999". Thesis advisor(s): William J. Haga, Kishore Sengupta. Includes bibliographical references (p. 91-92). Also available online.

Feedback is a tool that can be used to give students the confirmation of their accomplishments , helping them to increase understanding of the results of a performance and to alert students if change is required for future performance. Other studies and reports regarding clinical practice in education has shown that students feel that feedback has good impact on learning and positive effects such as enhanced self-confidence. Onboard training forms a major part of the education at the four-year nautical science education in Kalmar, in four years, one year is spent on board ships. Therefore, the purpose of this study was to find out how students at the four-year nautical science program in Kalmar felt that they receive feedback after completing on board training and how they wish that such feedback would be given. Six students were interviewed, three from grade one and three from grade three. The interviews were directed to an open form with a low degree of standardization. The results showed that all respondents felt they would prefer feedback from the school, even though all of them felt they had received good feedback on board the ships. The students would like to be given feedback by mentoring from other students during training, group discussions after on board training or short individual meetings between representative from the school and the student after completing on board training. All of the respondents felt that feedback is important to be able to learn from on board training and to know how to prepare for the next on board training. The study also revealed that students at the four-year nautical science program would like to gain more confirmation of what they are supposed to perform and if good results are obtained after completing on board training.

My concept of a premium car conforms to all the requirements of the premium car segment. The car should at first sight look majestic. Strong styling is supplemented with luxury elements. The applied engine comprises contemporary technological transition to alternative engines. What makes this project more conceptual is taking advantage of advanced technology. This diploma project is not designed for any known car manufacturer. This method is demanding because the final concept cannot be associated with any known brand and at the same time offers maximum freedom of styling.

This diploma thesis was created as a support for Building automation course, at the Institute of Automation and Computer Science of the Faculty of Mechanical Engineering at Brno University of Technology. The aim of this diploma thesis is to get acquainted with elements of intelligent electrical ABB i-bus® KNX/EIB and create tasks suitable for laboratory teaching. Subsequently, use the communication module DataLab IF/EIB to connect KNX/EIB with Control Web system and create in this environment visualization of the status of these devices. Furthermore, using the communication module CM EIB/KNX to connect KNX/EIB with the programmable controller LOGO! and create additional laboratory task.

The New Zealand education system has undergone some two decades of substantial reform. There can be little doubt that this has brought significant change to the nature of what is expected of people occupying positions of leadership in schools and educational institutions (Ball, 2007; Bottery, 2004; Codd, 2005). Against this contextual backdrop, and in the researcher’s experience as a teacher and former holder of a position of leadership, there is an observable phenomenon of educational leaders stepping aside from position and yet continuing to work as teachers within the same workplace. Despite claims of a leadership ‘crisis’, and international acknowledgement of concern over the retention of educational leaders (Brooking, 2007; Brundrett & Rhodes, 2006; Fullan, 2005), the human experience of this phenomenon appears unrepresented in current research literature. The present study has sought to capture this experience through addressing the central research question “What is the lived experience of the voluntary relinquishing of the position of leader, yet choosing to remain within the same educational workplace?” In order to gather rich qualitative data, a descriptive multiple case study design was employed. In-depth unstructured interviews were carried out with eight educational leaders who had relinquished position within the contexts of New Zealand State Secondary Schools and Private Training Establishments, and chosen to continue working in these same contexts. The subsequent analysis drew on the tradition of hermeneutic interpretation (van Manen, 1990) to arrive at interpretations of the uniqueness of individual experiences, and offer understandings of the shared meanings of the experience in the form of essential themes. The key findings which emerged in this study were those of a sense of the ‘a-lone-ness’ of leadership, the ‘ready-suddenness’ of the decision to step aside, a seeking of ‘balance’ in the relinquishing of position, a powerful sense of ‘re-turning’ to the call of teaching, and varying degrees of ‘ease’ and ‘dis-ease’ in the experience of ‘letting go and holding on’ following positional relinquishment. These findings serve to extend aspects of those of earlier leadership and role exit studies, and offer previously undocumented understandings. Thus, a major contribution of this study is in the bringing-to-voice of the stories of those who step aside from leadership position yet remain in the workplace, and in the opening of avenues for further research.

This Master’s thesis deals with working on development kit, which is used for RC ship model. The basis are programmable Nucleo STM32 microcontrollers, to which other used modules are connected. The goal is to test each component and create system for navigation of the ship and wireless communication between controller and ship. GPS module and compass are used to navigate and determine the direction of the ship. Controller and ship can communicate through bidirectional wireless modules with antenna. The RC ship model can be switched between manual and autonomous modes. The main result of this thesis is autonomous movement of the ship on to a predetermined GPS coordinates and parallel communication with the user.

Sjöfarten använder sig i stor utsträckning av färg förstärkt med härdplaster. Dessa kan vara hälsovådliga utan rätt skyddsutrustning och det ställs krav på att alla som handhar härdplaster ska ha genomgått en utbildning och regelbundna spirometriundersökningar. Studenter från Sveriges två sjöfartshögskolor går idag ut på fartygsförlagd utbildning med olika grundkunskaper om härdplaster. Vissa har fått härdplastutbildning och andra har ännu inte hunnit få det. Denna studie har genom en serie kvalitativa intervjuer försökt att kartlägga effekterna av detta. Intervjuerna med studenter och matroser har visat att de studenter som hade fått härdplastutbildning också hade en mycket bättre förståelse för riskerna med härdplaster och för hur de kunde exponeras för faran. Studenterna utan utbildning förstod risken med det skadliga elementet men saknade kunskapen för att adekvat kunna skydda sig. Studien visar också att faktorer som påverkar användandet av personlig skyddsutrustning i stor utsträckning är kopplat till ålder, erfarenhet och den övriga besättningens attityd till riskerna.
The maritime world makes use of paint reinforced with thermosetting polymers. These may be harmful without the correct protective equipment and there are regulations stating that anyone working with it must be educated in the handling and risks associated with said paint as well as regularly undergo a spirometric test. Today students from the two Swedish maritime universities undertake their onboard studies under different conditions, some with the correct education and some without. This study has through a series of qualitative interviews tried to expose the effects. The interviews have shown that students with the correct education have a much better knowledge of the risks associated with thermosetting polymers and the different ways it might be exposed to them. The uneducated students were aware of the dangers but lacked the knowledge to adequately protect themselves. However, the study showed that this did not determine whether the students use personal protection as much as such factors as age, experience and the rest of the crew's attitude towards the risks.

碩士
國立高雄海洋科技大學
航運技術研究所
104
Preventing smuggling is a major objective of customs patrol ships, according to the Customs Anti-smuggling Act of the Republic of China. Officers on patrol ships engage in hot pursuit of any ship at sea that is suspected of engaging in illicit activity, boarding and inspecting such ships in accordance with Article 17 of the Law of the Territorial Sea and the Contiguous Zone of the Republic of China to protect the rights of our country in the sea. The purpose of this paper is to investigate the risks encountered by patrol ships, when customs officers are executing their duty at sea. Six primary elements influence the safety of hot pursuit operations at sea: seamanship, ship shape and materials, ship equipment, training courses, ship management, and the marine environment. For this study, these 6 primary elements were divided into 16 secondary elements and 49 research elements. Thereafter, this paper used questionnaire data to compare the experience of many different customs experts and thus provided some general advice. The analytic hierarchy process (AHP) was used to investigate the demand factors of the hot pursuit missions of customs patrol ships. Integrated analysis of the opinions of the customs experts revealed that the steel hulls and seaworthiness of patrol ships as well as the sailing skill of those who operate these ships should be improved for customs administration safety. The research finds two problems encountered by the existing ships and customs officers are rapidly-aging of patrol ship crew and the insufficient funding on ship and equipment maintenance. This would increase the risk of the on-duty ship due to poor maintenance. In summary, this study introduced a model with 5 solutions through which the customs authority can employ to improve customs officers’ safety during their sea patrol duty: to build new patrol ships by fixed number of years, to strengthen the training courses for onboard customs officers, to establish integrated management of the ship affairs unit, to reject the old patrol ship, and to plan the special budget for the sea patrol duty unit. This model can be used as a reference for the customs authority in operating and managing fleet of its patrol ships, and potentially enhancing the operation safety of patrol ships when they are executing missions at sea. Thus, these ships can safeguard national sovereignty and deter smuggling at sea.

碩士
國立海洋大學
航運技術研究所
90
ABSTRACT The liability of management and control of dangerous cargo transportation belong to the marine carrier. The International Maritime Organization (IMO) considering the different regulations and laws between the nations and caused lots of confusions and safety problem in transportation process. Then to make an “International Maritime Dangerous Goods Code (IMDG CODE)” for the marine carriers and all relevant parties and government departments as an international standard to follow. But The dangerous cargo accidents still occurred frequently due to the nation’s not well put into execution and the carrier’s not well performance plus the high risk and pressure in marine transportation. The collision accident of “Ever Decent” lighten the people to more concerning the liability of The full container ship’s management and control when carried the dangerous cargo. Personal wishes this article study can get some influences as follow: 1.The marine carrier exactly to perform the liability of dangerous cargo in transportation. 2.Establish the dangerous cargo training and certification system for shore and vessel’s members. 3.Practising ISM CODE safety management system, the transpor- tation of dangerous cargo under a sound management. 4.The government authority can do the function to endeavor the safety transportation and management of dangerous cargo. 5. The full container ship to carry dangerous cargo which can connect to international cooperation, interchange, education and training to promote mariner’s knowledge and quality to implement the safety transportation of dangerous cargo.

Greco-Roman religion in the ancient Mediterranean permeated aspects of everyday life, including seafaring. Besides cargo, ships transported mariners' religious beliefs from port to port, thus disseminating religious culture. Shipboard ritual, however, remains largely inferred from Latin and Greek texts, iconography, and isolated archaeological finds. Several accounts record that tutelary statues were carried on board to deliver a ship from peril. These accounts are supported by iconographic representations of deities on the hull and a relief scene which shows the use of altars and incense in shipboard ritual. Moreover, ritual objects, including altars, small statuary, incense burners, and lustral basins, have been found among shipwrecks, but prior archaeological research has been particularistic, singling out ritual objects in shipwrecks. Their presence, however, does not necessitate shipboard ritual since these items may have been cargo. To distinguish between personal items and cargo on board ancient shipwrecks, I analyze such objects both objectively and subjectively: first focusing on an object to discern a potential purpose and then again within a spatial context to define its actual purpose. Additionally, I develop religious and social space theories for shipboard analysis, identifying ritual at the bow and stern and concluding that the stern in particular served as an axis mundi, a central location for divine communication. Furthermore, because of this comprehensive approach, large ritual objects such as altars and lustral basins often can be identified primarily as cargo. Ultimately, applying social space theory to shipwrecks can redefine our interpretation of religious activity on board the ship, an intermediary in the dissemination of culture.

碩士
國立臺灣大學
海洋研究所
93
In most shallow seas, the major components of ocean current are tides. To derive the residual low frequency current velocity, one usually deploys current meter moorings over 25 hours or more to remove the diurnal and semi-diurnal tidal components. Using ship-board ADCP (Acoustic Doppler Current Profiler) to derive the residual current, one may design ADCP measurements at different phases of tides at every location. The sum of these measurements cancels out the tidal component. But, most cruises are aimed at other goals, and ADCP measurements are only complementary data of the cruise. Here, we demonstrate a method for deriving the M2 and S2 tidal current and the mean current from a 14-day cruise in the East China Sea, June 1999. The basic assumption is that the tidal current varies smoothly in the region of survey. This assumption is valid as seen in many tidal models of East China Sea. The 1-min ADCP data were first averaged over 11 minutes to reduce data size, then averaged over 12.4 hours to derive the residual current that contains little M2 tidal component. Data over continental slope were deleted because of the influence of Kuroshio and the possibility of large gradient in tidal velocity. The residual current data were fitted with bi-linear spatial function to capture its main feature. The pattern of derived mean current matches those published earlier from mooring and drifter data. The semi-diurnal tidal current equals the total current minus the residual current which is 12.4-hour moving average of total current velocity. The co-phase and co-range line of the semi-diurnal tidal current are similar to those of model results of semi-diurnal tidal elevation and tidal current observation near cruise track. This provides a proxy proof of the reliability of this method.

Exchange of mass (water vapor), momentum, and energy between atmosphere andocean has profound influence on weather and climate. This exchange takes place at the air-sea interface, which is part of the marine atmospheric boundary layer. Various empirical relations are being used for estimating these fluxes in numericalweather and climate models but their accuracies are not sufficiently verified or tested over the Indian Ocean. The main difficulty is that vast areas of open oceans are not easily accessible. The marine environment is very corrosive and unattended long term and accurate measurements are extremely expensive. India has research ships that spend most of their time over the seas around India but that opportunity is yet to be exploited. To address this, an air-sea flux measurement system for operation on board research ships was planned. The system was tested on board Indian Research Vessels ORV SagarKanya during its cruise SK-296 in the Bay of Bengal (BoB) in July-August 2012, and NIO ship Sindhu Sadhana in June-July 2016. The complete set included instruments for measuring wind velocity, windspeed and direction, air and water temperature, humidity, pressure, all components of radiation and rainfall. In addition, ship motion was recorded at required sampling rate to correct for wind velocity. The set up facilitates the direct computation of sensible and latent heat fluxes using the eddy covariance method. In this thesis, design and installation of meteorological and ship motion sensors onboard research ships, data collection and quality control, computation of fluxes of heat, moisture and momentum using eddy covariance method and their comparison with those derived from bulk method are described. A set of sensors (hereafter, flux measuring system) were mounted on a retractable boom, ~7 m long forward of the bow to minimize the flow disturbance caused by the ship superstructures. The wind observed in the ship frame was corrected for ship motion contaminations. During the CTCZ cruise period true mean wind speed was over 10 m/s and true wind direction was South/South-Westerly. True windspeedis computed combiningdata from the anemometer a compass connected to AWS and a GPS. Turbulent fluxes were computed from motion-corrected time-series of high frequency velocity, water vapor, and air temperature data. Covariance latent heat flux, sensible heat flux, and wind stress were obtained by cross-correlating the motion-corrected vertical velocity with fast humidity fluctuations measured with anIR hygrometer, temperate fluctuation from sonic anemometer and motion-corrected horizontal windfluctuations from sonic anemometer, respectively. During the first attempt made in July-August 2012 as part of a cruise of CTCZ monsoonresearch program, observations were mainly taken in the North Bay of Bengal. The mean air-temperature and surface pressure were ~28 Deg C and ~998 hPa, respectively. Relative humidity was ~80%. Average wind speed varied in the range 4-12 m/s. The mean latent heat flux was 145 W/m2 , sensible heat flux was ~3 W/m2 and average sea-air temperature difference was ~ 0.7°C. The Bay of Bengal boundary layer experiment (BoBBLE) was conducted during June-July 2016 and the NIO research ship Sindhu Sadhana was deployed. The same suite of sensors installed during CTCZ were used during BoBBLE. During daytime, peaks of hourly net heat fluxes (Qnet ) were around 600 Wm-2(positive if into the sea), whereas, night time values were around -250 W m-2. Sea surface temperature was always >28°C and maximum air temperature exceeded 29°C. During the experimental period the mean Qnet was around -24 Wm-2 from both eddy covariance and conventional bulk methods, but there are significant differences on individual days.The new flux system gives fluxes which are superior to what was available before.