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Journal articles on the topic 'Ship repair'
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1
Muhammad, Alamsyah bin Muh Saleh Alam. "Analisa Perhitungan Pekerjaan Reparasi Kapal Dengan Metode Critical Path Method (CPM)." SPECTA Journal of Technology 4, no. 1 (April 14, 2020): 84–91. http://dx.doi.org/10.35718/specta.v4i1.172.
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Meranti Nusa Bahari carries out two types of businesses, firstly ship repair and secondly ship building services. Technical analysis of ship repair work using a simple table method. The purpose of this research is to find out how long the ship repairs. The method used is CPM (Critical Path Method). The results of this research are technical analysis of work using a simple table that is able to repair one unit of ship within 22 working days and 20 ships in a year. While the analysis with CPM method found 18 working days per unit of ship and 25 units of ships in a year. There has been a decrease in working time per ship unit of 4 working days which can be used to work on other vessels, with an increase in the number of vessels of 4~5 ships in a year where there is an increase in repair productivity by 20%.
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Burmistrov, Evgeniy G. Burmistrov, and Tatiana А. Mikheeva Mikheeva. "Fiberglass as an alternative to metals in ship repair." Russian Journal of Water Transport, no. 68 (September 7, 2021): 15–27. http://dx.doi.org/10.37890/jwt.vi68.202.
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The article presents the intermediate results of a study carried out to determine the prospects for reducing the metal consumption of ship repair. The area of research is ship repair, in particular, the repair of hulls and superstructures of metal ships, and the object is fiberglass used in the repair, in particular, their strength and durability. The studies were carried out using well-known methods - spontaneous peeling, shearing, limiting states. The results obtained made it possible to establish that the use of fiberglass plastics can reduce the metal consumption of ship repairs by three times. In addition, the article describes a method for calculating the thickness of a fiberglass coating, which is equivalent in strength to a metal backup, and also provides expressions for evaluating the calculated resistance of the coating, which determines its durability. In conclusion, it was concluded that it is necessary to expand the study area of the applicability of fiberglass during the repair of ships, not limiting it only to such obvious objects of repair as the hull, superstructure, pipelines.
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Rodzewicz, Thomas C., Jonathan H. Potterton, Katherine M. Lappe, Brent C. Yezefski, and David J. Singer. "A New Approach to Ship Repair Using CONWIP and Parts Kits." Journal of Ship Production and Design 26, no. 02 (May 1, 2010): 155–62. http://dx.doi.org/10.5957/jspd.2010.26.2.155.
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The Constant Work in Process (CONWIP) system uses elements of push, pull, and parts kitting to reduce overall process times and minimize variability. The research presented in this paper introduces the CONWIP concept to ship repair through the completion of a discrete event simulation. The research demonstrates that a CONWIP approach to ship repair can improve drydock turnover for large classes of ships requiring similar repairs, such as the US Coast Guards Mission Effectiveness Project.
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Sensharma, Pradeep K., Malcolm Willis, Aaron Dinovitzer, and Nat Nappi. "Design Guidelines for Doubler Plate Repairs of Ship Structures." Journal of Ship Production 22, no. 04 (November 1, 2006): 219–38. http://dx.doi.org/10.5957/jsp.2006.22.4.219.
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The use of doubler plates or "doublers" has become routine for temporary ship repairs. It is the preferred method for ship structural repairs for plate corrosion due to its relative ease and low cost of installation over the more costly permanent welded plate insert repair. A lack of performance data and engineering design guidance are the reasons that repairs with doublers are currently considered only temporary. The objective of this study was to develop a set of guidelines for designing and applying doubler plate repairs to ship structures. The guidelines were established using the following criteria: various stress analyses, buckling strength, corrosion types and rates, weld types, and doubler plate fatigue and fracture assessment. Studying and understanding doubler plate repair performance by comparison to welded plate insert repair performance in the primary hull allows critical operational decisions to be made with greater ease and confidence. However, the ultimate goal of this study was to establish the design and limitations on the applications of doubler plate repairs for surface ships.
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Pasheeva, Tatyana Y., and Dmitry A. Ponomarenko. "Improving the efficiency of repair of vessels, through improvement of technological preparation of shipyard production." Russian Journal of Water Transport, no. 66 (March 23, 2021): 53–61. http://dx.doi.org/10.37890/jwt.vi66.154.
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The article discusses the topical issues of ship repair production and technical preparation of production in the system "Sudomont-35" on the basis of the software firm "1C." The need to develop an integrated ship repair management system to synchronize the interaction of the company's services has been proved. It has been concluded that at this stage of the development of technology, when the requirements for the quality of ship repair, the old forms and methods of management of the relevant production processes have completely outlived. However, as before, the level of quality of ship repair determines the increase in the lifespan of ships, efficiency and profitability of the fleet.
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Wittenborn, John L., and William M. Guerry. "Liability for Hazardous Wastes Produced During the Course of Ship Repair." Journal of Ship Production 6, no. 03 (August 1, 1990): 175–79. http://dx.doi.org/10.5957/jsp.1990.6.3.175.
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Many common ship repair tasks result in the production of quantities of various hazardous wastes. These wastes, regardless of volume, present difficult burdens for shipyards and the U.S. Navy. Under federal environmental laws, the responsibility for handling hazardous wastes and the liability for their ultimate disposal rests with the person or persons who create the wastes and who arrange for their disposal. Oftentimes, however, the responsibility and liability for handling and disposing of these wastes is unclear. This is especially true when naval ships are repaired in contractor facilities and wastes are produced by the activities of ships' force, contractor personnel, or some combination of the two. Further complicating the web of liability is the divergent source of the wastes. Some wastes are produced as a direct result of required maintenance work on ship systems. Other wastes may be produced in the yard by activities which are largely discretionary with the contractor. Ultimately, these wastes from all sources must be identified, packaged, stored, treated, transported, and disposed. Potential future liability may arise at each step in this process. This paper reviews briefly the structure and function of two principal federal hazardous waste statutes and explains how their myriad complex responsibilities and liabilities are applied in the context of a typical ship repair2
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Gurova, Tetyana, Segen F. Estefen, Anatoli Leontiev, Plinio T. Barbosa, Valentin Zhukov, and Vasilii Nikulin. "Experimental Analysis of Repair Welding Alternatives for Shipbuilding DH36 Plates." Journal of Ship Research 64, no. 04 (December 21, 2020): 384–91. http://dx.doi.org/10.5957/josr.07180035.
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Repair by welding is widely used in the shipbuilding industry during ship construction. The effect of the residual stress distribution induced by the welding process on the ship structure is important for the repair effectiveness. This article presents an experimental study of the residual stress distribution induced by repair welding in the plates that are typically used in ships and offshore structures. Different repair techniques are evaluated to identify the best practice associated with residual stress values. Recommendations for repair welding are discussed, and modifications to the present practice are proposed.
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SMITH, BERTRAM D. "Ship Repair Cost Model." Naval Engineers Journal 106, no. 3 (May 1994): 264–78. http://dx.doi.org/10.1111/j.1559-3584.1994.tb02858.x.
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Wollaston, J. F. "Shipbuilding and ship repair." Occupational Medicine 42, no. 4 (1992): 203–12. http://dx.doi.org/10.1093/occmed/42.4.203.
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Goldan, Michael, and Robert J. G. A. Kroon. "As-Built Product Modeling and Reverse Engineering in Shipbuilding Through Combined Digital Photogrammetry and CAD/CAM Technology." Journal of Ship Production 19, no. 02 (May 1, 2003): 98–104. http://dx.doi.org/10.5957/jsp.2003.19.2.98.
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Ship repair, as a technological "lesser brother" of shipbuilding, still contains major elements of manual labor. In the past years, ship repair and the conversion of ships and offshore structures came to rely increasingly on modern computer-aided design and manufacturing (CAD and CAM) information systems for speedy generation of the required engineering information. An often-encountered problem is the lack of product information in electronic form or in any other form. Such information is needed for engineering of new parts for damaged or converted ships and platforms. In such cases one needs to build the virtual product model from the existing as-built object up to an engineering-detail level; hence, the terms "as-built modeling" and "reverse engineering." The paper presents the results of a multiyear project with the code name AMORES, which focuses on improving lead time and economic efficiency in ship and offshore platform repair and conversion in the Netherlands. Existing and newly developed photogrammetric measuring techniques were used to generate as-built models of double curved three-dimensional surfaces of ships and platforms. These were fed into standard CAD/CAM systems to engineer and manufacture new ship hull or platform parts to replace damaged areas. The main advantages of the new method are savings in lead time (measurements, engineering) and the replacing of costly manual labor by modern digital photogrammetry. The paper will focus on the new developments, the experienced difficulties, and the advantages of this new technique in ship repair.
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Jackson, Paul C. "Shaft Alignment in Ship Repair: Three Case Studies." Marine Technology and SNAME News 27, no. 01 (January 1, 1990): 23–29. http://dx.doi.org/10.5957/mt1.1990.27.1.23.
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In ship repair, there are many times when the propulsion shaft has to be realigned after repairs have been completed. This paper looks at some of the theoretical approaches to shaft alignment and some of the techniques for alignment. Three different cases are examined to demonstrate how the principles work in the dock and some of the problems incurred. The three cases involve vastly different shaft systems with different repair and alignment problems.
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Anggra, Fiveriati, Darma Yonathan Eka Yeddid, and Puspasari Vinda. "ANALISIS PENGARUH TEBAL PELAT WELDING REPAIR PADA KEMUDI KAPAL (RUDDER) TERHADAP EFEKTIVITAS MANUVER KAPAL DENGAN." ROTOR 11, no. 2 (November 1, 2018): 29. http://dx.doi.org/10.19184/rotor.v11i2.9341.
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Ship maneuverability is the ability of the ship to rotate and change direction in all conditions of the water when the rudder (steering) turns to form a certain angle; there is a change in pressure, speed and direction of fluid flow, this causes changes in the course of the ship. Corals that produce the rudder of the vessel to crack or break because of the impact of the rock at that time the rudder needs a repair.
Repair on the rudder of the ship is usually carried out on the leaves and sticks of steering, one of the repairs processes is by welding, but if the rudder undergoes a reparation process many times, it will cause changes in metallurgical material due to excessive heat treatment. In the process of repairing the rudder, the new plate used to improve the maximum is 1 mm with an old plate, and the rear side of the rudder experiences a higher load because in this part the flow distribution is stacked from the front of the rudder. The results of this study are repaired rudder experiencing an increase of 16% -18% drag and lift force, the faster the ship runs, the higher the drag and lift force so that the resistance is also greater
Keywords: Rudder, Maneuver, Repair
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Kura, Bhaskar, and Abhinay Jilla. "Feasibility of the Inverse-Dispersion Model for Quantifying Drydock Emissions." Atmosphere 10, no. 6 (June 17, 2019): 328. http://dx.doi.org/10.3390/atmos10060328.
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Important processes within the shipbuilding and ship repair industry include metal cutting, welding, surface preparation, and painting. When dealing with ship repair, ships are brought into drydocks to carry out necessary repairs. Typical repairs include but are not limited to dry or wet abrasive blasting for removing the old paint and rust followed by repainting of the external hull. Also, the painting of superstructure is carried out as necessary. Additionally, many metal cutting and welding operations are carried out. Air pollutant emissions generated from repair operations carried out within drydock are challenging to quantify, particularly if some of these repair activities do not have reliable emission factors. This paper investigates the feasibility of the inverse dispersion model for quantifying drydock emissions in a shipyard environment. The authors use a well-established Gaussian dispersion model that is used as a regulatory model in the United States and many other countries in a two-step process using a code developed in MATLAB: (1) Source-to-Receptor modeling to compute ambient concentrations using assumed emissions from various sources and meteorological conditions, and (2) The utilization of the computed ambient concentrations at various receptors to compute emissions at those sources (assumed in the first step) using the inverse Gaussian code developed.
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Carr, Bruce A., Thomas M. Houlihan, and Michael A. Polini. "CAD/CAM in Phased Maintenance." Journal of Ship Production 7, no. 04 (November 1, 1991): 234–47. http://dx.doi.org/10.5957/jsp.1991.7.4.234.
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The authors' company is a medium-sized engineering company specializing in naval ship repair. The bulk of corporate work centers on the Phased Maintenance (PM) of three classes of ships. Typically, each PM contract covers three to five different ships per class scheduled for 90-day Availabilities at approximately one-year intervals over a period of five years. The type of work to be performed during each Phased Maintenance Availability (PMA) falls into one of two categories: ship alterations or ship repairs. The first group, ship alterations, is characterized by detailed, long-lead engineering and planning efforts, typically beginning 540 days prior to the vessels's arrival. The second group, ship repairs, makes up the other end of the spectrum with short lead times and compressed service details. The majority of repair items are identified 60 days prior to an Availability, while some are not determined until after the vessel has arrived in the shipyard. The engineering department that services PMA work is composed of three disciplines: structural, mechanical and electrical. The mechanical discipline is further subdivided into the areas of machinery and piping/HVAC. While the nature of PMA work within each discipline is peculiar to the application, the process is similar in each. Reference information is gathered and verified, technical analysis is provided where necessary, and detailed drawings are prepared and submitted for Navy approval prior to shipyard production. All drawings are developed using two-dimensional drafting techniques at various sites by teams of computer-aided design (CAD) input operators utilizing color graphic workstations on a multi-shift basis as required by the workload. Completed drawings are transferred to the engineering site over a network link, where additional workstations are available for engineers to check and correct them as necessary
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Ahluwalia, Rashpal, and Denis Pinha. "Decision Support System for Production Planning in the Ship Repair Industry." Industrial and Systems Engineering Review 2, no. 1 (July 8, 2014): 52–61. http://dx.doi.org/10.37266/iser.2014v2i1.pp52-61.
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All ships and offshore platforms, however large or small, undergo scheduled or unscheduled repair and maintenance. The bidding process for ship repair jobs is highly competitive and global in scope. The ship repair industry is also prone to significant risks due to high level of capital investment in skilled labor, specialized equipment, and facilities such as dry docks. Several decision support tools have been utilized by the ship repair and maintenance industry with limited success. The focus of these tools is on mid or long-term planning. They view the system as various cost centers and attempt to minimize cost at each center. This paper proposes a decision support system for short term planning. It is oriented towards day to day decision making by ship yard personnel. Its focus is on enhancing system throughput and minimizing total cost. It utilizes a common corporate database to store and retrieve information and to generate timely reports for the management. By focusing on system throughput and overall cost, unnecessary internal completion between cost centers can be avoided, resulting in fewer delays and resource overloading.
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KASSELL, BERNARD M. "THE SOVIET SHIP REPAIR PROGRAM." Journal of the American Society for Naval Engineers 72, no. 3 (March 18, 2009): 533–38. http://dx.doi.org/10.1111/j.1559-3584.1960.tb02398.x.
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McDevitt, Michael E., Michael W. Zabarouskas, and John C. Crook. "Ship Repair Workflow Cost Model." Military Operations Research 10, no. 3 (June 1, 2005): 25–43. http://dx.doi.org/10.5711/morj.10.3.25.
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Christensen, W. L. "Benefits of the National Shipbuilding Research Program to the Navy and the Industrial Base: Part 3—Navy Perspective." Journal of Ship Production 2, no. 04 (November 1, 1986): 209–16. http://dx.doi.org/10.5957/jsp.1986.2.4.209.
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This paper reviews the benefits of the National Shipbuilding Research Program (NSRP) to the shipbuilding industry, and more specifically, its benefits to the Navy and the shipbuilding and ship repair mobilization base. The paper also identifies significant additional benefits that the Navy can gain in the next few years if the NSRP continues not only on its present course of solving productivity problems in building new ships, but also addresses additional targets of opportunity in solving productivity problems in the overhaul, repair and modernization of Navy ships. The labor part here appears to be an even larger budget item than the labor part of new ship construction.
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Pasheeva, Tatyana Yurievna. "Shipbuilding in Murmansk: current state and future progress." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 1 (February 26, 2021): 24–31. http://dx.doi.org/10.24143/2073-1574-2021-1-24-31.
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The article considers the current state and prospects of ship repair production in Murmansk, taking into account the development strategy of the shipbuilding industry up to 2035. There has been given a retrospective of the Murmansk shipyard functioning and of the general picture of production processes mechanization. The outline of the ship repair plants operation in the city of Murmansk and in the Murmansk region has been given. There are listed the regional enterprises capable of performing a full range of works including docking: Shipyard Nerpa, Shipyard No.10, JSC, branch of the Shipyard No.35 a Ship Repair Center Zvezdochka, JSC, Atomflot, FSUE and in some cases Murmansk Ship Repair Company, JSC. The special features of ship repair have been considered. It has been stated that that the rate of ship repair significantly depends on the organization of repair and production. Special attention is paid to the quality of repair, which is the most important indicator of the work of ship repair production. It has been recommended to focus on quality problems. Analysis of the ship repair production indicates that information service and technological control are the indispensable conditions for the normal course of production. Insufficient attention to the information part of the production process, despite the continuous improvement of the repair technology, leads to the actual losses and unexercised opportunities. It has been inferred that the course on technical re-equipment of ship repair production, its overall automation and mechanization is the main means to achieve the high labor productivity in the near future.
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Qianghui, Zhong, Lin Mingchi, and Tang Yong. "Research on modular analysis and evaluation method of ship repair cost." E3S Web of Conferences 253 (2021): 03008. http://dx.doi.org/10.1051/e3sconf/202125303008.
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Based on the idea of modular design of ship, the ship modular method is used to study the target cost of ship repair, and a modular decomposition and analysis method of ship repair cost is proposed to decompose the ship repair project into relatively independent sub-modules, standardizes the repair scope of sub modules, determines the repair cost standard of sub-modules, and accumulates the repair cost of corresponding sub-modules. At the same time, from the perspective of cost control, cost risks are identified, and the fuzzy analytic hierarchy process is applied to analyze and evaluate risk factors to lay the foundation for cost adjustment and cost reduction risks.
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Dunford, Charles P., and Keith D. Blackler. "Submarine Tank Repair Using Outfit Planning." Journal of Ship Production 5, no. 01 (February 1, 1989): 54–60. http://dx.doi.org/10.5957/jsp.1989.5.1.54.
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Outfit planning and zone logic methods have been implemented in the shipbuilding industry in response to the need for increased efficiency in the construction of new ships. Efforts have been underway at Puget Sound Naval Shipyard to use outfit planning principles to plan and execute ship alterations on operational ships. The next logical step is to use these same principles to plan and execute overhaul and refurbishment work. This paper addresses efforts at Puget Sound Naval Shipyard to apply outfit planning principles to the repair of submarine tanks.
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Pranatal, Erifive, Gatot Basuki, Norita Prasetya, Maria Margareta Zau Beu, and Minto Basuki. "Reparasi dan Perhitungan Tahanan Kapal Nelayan di Daerah Nambangan Kelurahan Kedung Cowek – Surabaya." JAST : Jurnal Aplikasi Sains dan Teknologi 4, no. 1 (June 9, 2020): 1. http://dx.doi.org/10.33366/jast.v4i1.1456.
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Wooden hulls have been damaged and overgrown by fouling have negative impact on the service life and also increase the resistance of ship thereby increasing fuel consumption. Therefore the ship have to repaired regularly. The problem discussed is how to repair wooden ships such as replacing plank, cleaning hull and coating; and hull analysis to determine resistance of ship. Therefore the object of this paper is to repair wooden ships and analysis of the hull. The method used is training that is followed by demonstration and also science and technology simulation that explains the form hull and resistance of the ship with use of software Maxsurf. The result is replacement plank on the keel, and the side; clean the hull, putty and coating. The ship is measured and the main dimension is obtained and then makes line plans and 3D ship models. The calculation of the ship's resistance shows that ship use main engine Honda GX 160 with 5.5 hp will produce 6.325 knots.ABSTRAKKondisi lambung kapal kayu yang rusak dan ditumbuhi biota laut (fouling) berdampak negatif pada umur pakai kapal dan juga menambah tahanan kapal sehingga meningkatkan konsumsi bahan bakar. Oleh karena itu kapal harus diperbaiki secara berkala. Permasalah yang diselesaikan adalah bagaimana reparasi kapal kayu seperti penggantian papan kayu, pembersihan lambung, pengecatan dan juga analisa bentuk lambung kapal kayu untuk mengetahui tahanan kapal kayu. Sehingga tujuan penulisan ini adalah melakukan reparasi kapal kayu dan juga analisa lambung kapal. Sendangkan metode penelitian yang digunakan adalah adalah pelatihan yang diikuti demonstrasi dan juga simulasi ipteks yang menjelaskan bentuk lambung dan tahanan kapal dengan bantuan software Masurf. Kapal yang reparasi dilakukan pergantian papan pada lunas kapal, dan sisi kapal, pembersihan lambung, pendempulan dan pengecatan. Selanjutnya dilakukan pengukuran kapal untuk mendapatkan ukuran utama dan pembuatan gambar rencana garis dan model kapal 3D. Pada perhitungan tahanan kapal dengan menggunakan motor penggerak Honda GX 160 dengan daya 5,5 HP akan menghasilakan kecepatan 6,325 knot.
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Apriliani, Izza M., Sugeng H. Wisudo, Budhi H. Iskandar, and Yopi Novita. "JARINGAN KERJA DAN EFEKTIVITAS PERBAIKAN KAPAL DI GALANGAN KPNDP DKI JAKARTA, MUARA ANGKE (Network and Effectiveness of Ship Repair at KPNDP Shipyard DKI Jakarta, Muara Angke)." Marine Fisheries : Journal of Marine Fisheries Technology and Management 5, no. 1 (September 28, 2016): 79. http://dx.doi.org/10.29244/jmf.5.1.79-89.
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<p>ABSTRACT<br />A shipyard is a supporting element to meet the eligibility requirements through maintenance service for vessels and their engines. Lead time for ship repair may vary, depending on the condition of ship. The length of the ship repair process can lead to shipyard queuing. One attempt to improve the mechanism and ship repairing time is by analyzing the network. This study aims to identify the network diagram, to determine the critical path, and to find out the effectiveness of ship repair process. Activities and duration during ship repairing process were analyzed using critical path method (CPM) and measured the value of its effectiveness. The objects that were observed in this study are minor repairs and major repairs. The results showed that a minor repairs can be implemented in 7 days while based on productivity index it can be completed in 5 days and has a 98% effectiveness than the time alocated by the shipyard. Major repairs can be completed during 10 days; these repairing lead time were affected by damage to the machine which requires a long recovery process.</p><p><br />Key words: CPM, effectiveness of ship repair, network analysis</p><p>-------</p><p><br />ABSTRAK</p><p>Galangan kapal merupakan unsur penunjang untuk memenuhi kebutuhan kelaikan kapal melalui perawatan beserta mesinnya. Proses perbaikan kapal dapat bervariasi tergantung dengan kondisi kapal. Lamanya proses perbaikan kapal dapat mengakibatkan terjadinya antrian galangan. Upaya untuk meminimalisir antrian kapal salah satunya dengan menganalisis jaringan kerjanya. Penelitian ini bertujuan untuk mengidentifikasi struktur jaringan kerja, menentukan jalur kritis serta mengetahui efektifitas proses perbaikan kapal. Proses dan waktu perbaikan kapal dianalisis menggunakan metode jalur kritis (Critical Path Method) kemudian dihitung nilai efektivitasnya. Hal yang diamati dalam penelitian ini yaitu perbaikan ringan dan perbaikan berat. Hasil penelitian menunjukkan bahwa penyelesaian perbaikan ringan di galangan KPNDP membutuhkan waktu selama 7 hari sedangkan berdasarkan index produktivitasnya dapat diselesaikan selama 5 hari dan memiliki efektivitas 98% dibandingkan waktu yang dialokasikan oleh galangan. Perbaikan berat dapat diselesaikan selama 10 hari, lamanya perbaikan ini dipengaruhi dengan kerusakan mesin yang membutuhkan proses perbaikan yang lama.</p><p><br />Kata kunci: CPM, efektivitas perbaikan kapal, analisis jaringan kerja</p>
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Dwiono, Aris Sasongko, Andi Hendrawan, and Sri Pramono. "Perbaikan Lambung Kapal KM. Harima PT. CSFI-Cilacap." Dinamika Bahari 2, no. 1 (May 18, 2021): 56–61. http://dx.doi.org/10.46484/db.v2i1.261.
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The purpose of a ship is for the transportation or transfer of goods, but what is no less important is safety. Therefore checking every part is very important. Repair of the hull is mandatory because damage to the hull can result in imbalance in ship operations and even ship accidents. This study aims to describe the repair of the ship's hull on the KM. Harima PT. CSFI Cilacap. The study used a survey method by observing and being directly involved in the ship repair process. Improvements that are in accordance with the research objectives are repairing the ship's hull KM Harima. The results show that ship repair is carried out through checking, welding, welding, or painting.
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Drakopoulos, Stavros, Konstantinos Salonitis, George Tsoukantas, and George Chryssolouris. "Environmental impact of ship hull repair." International Journal of Sustainable Manufacturing 1, no. 3 (2009): 361. http://dx.doi.org/10.1504/ijsm.2009.023980.
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Sunaryo, Sunaryo, Eko Djatmiko, Siti Fariya, Rafet Kurt, and Sefer Gunbeyaz. "A Gap Analysis of Ship-Recycling Practices in Indonesia." Recycling 6, no. 3 (July 13, 2021): 48. http://dx.doi.org/10.3390/recycling6030048.
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Ship recycling is gaining attention in Indonesia due to the increase in end-of-life ships and uneconomical nationally flagged ships, and is considered a prospective source of economic development and employment opportunity, and yet conceivably poses a threat to the health and safety of workers and the environment. There are international and national regulations that govern ship-recycling activities to ensure that the hazardous impacts of the industry are minimized. We investigated the disparity between current ship-breaking practices in Indonesia and the requirements of related international and national regulations, with the findings intended for use as a stepping stone to proposing a strategy to establish a green and sustainable ship-recycling industry. A benchmark study of the world’s leading ship-recycling countries was conducted, and a gap analysis was performed by comparing existing international and national regulations with current ship-breaking practices in Indonesia. We identified two types of ship-breaking practices in Indonesia: Conventional environmentally unfriendly ship-breaking method, conducted by most Indonesian ship-breaking yards, and a rather modern, more environmentally friendly method, conducted by ship-repair yards. However, neither of the practices met the requirements of the regulations, and improvements are therefore needed to make the ship-recycling industry more green and sustainable, and to gain international recognition.
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Rachmat, Ashari, Budianto Emil, Herdiansyah Herdis, Karuniasa Mahawan, and A. Saragi Putri. "Minimize the impact of waste pollution in ship repair processes to Improving Shipyard Industrial Infrastructure Sustainability." E3S Web of Conferences 73 (2018): 08006. http://dx.doi.org/10.1051/e3sconf/20187308006.
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Increasing the number of ship repair that make improvements it can be ensured that the greater the level of pollution will occur. Facilities (Infrastructure) is very helpful to minimize the pollution that will occur when ship repair. If the conditions of Infrastructure make it possible to flourish nowadays, which will further improve environmental performance. Development to improve domestic shipyard Infrastructure sustainability is very importance since 20% of national ship repair is still undertaken in foreign shipyard. This indicates that the ability of national shipyards still need to be improved especially in the infrastructure and facilities sector as production supports. This paper used data sample was undertaken in State-Owned Shipyard industry located in North Jakarta. Data analysis was undertaken starting from the ship entry, repair process until the accomplishment of ship repair. This research is testing the chemical impacts with related chemical parameters around the shipyard. the results showed that dangerous chemical concentrations were located around the shipyard and threatened the surrounding aquatic ecosystems. there needs to be management of shipbuilding infrastructure management that can minimize hazardous waste, especially basic storage. Basically the improvement of shipyard infrastructure can be undertaken if the ship repair process keeps increasing.
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Senturk, Özgur Umut. "The interaction between the ship repair, ship conversion and shipbuilding industries." OECD Journal: General Papers 2010, no. 3 (August 3, 2011): 7–36. http://dx.doi.org/10.1787/gen_papers-2010-5kg6z7tm3b42.
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Blanton, Gerald B. "The Future of Navy Ship Maintenance — One Point-of-View." Journal of Ship Production 13, no. 02 (May 1, 1997): 147–52. http://dx.doi.org/10.5957/jsp.1997.13.2.147.
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In the next five years, Navy ship maintenance requirements will challenge both public and private ship repair organizations to provide quality upkeeps within costs and schedule constraints. This paper examines key forcing functions impacting ship maintenance decisions, discusses ongoing Navy maintenance initiatives, and speculates on maintenance philosophical changes. Finally, the paper addresses some implications of these forcing functions, initiatives, and philosophy changes on the ship repair industry.
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Vlasov, A., N. Podobed, and V. Podobed. "Prevention of emergencies with marine electric plants by means of thermal monitoring." Transactions of the Krylov State Research Centre S-I, no. 2 (December 28, 2020): 172–76. http://dx.doi.org/10.24937/2542-2324-2020-2-s-i-172-176.
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The article discusses the technique of thermal imaging diagnostics to prevent emergencies in electrical installations of offshore facilities: ships, floating offshore drilling rigs and floating ship repair docks. Some results of thermal imaging diagnostics of sea vessels are presented.
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Zharikova, O. A. "Setting-up the accounting of hydraulic engineering facilities of ship repair companies: Conceptual approaches." International Accounting 23, no. 9 (September 15, 2020): 996–1018. http://dx.doi.org/10.24891/ia.23.9.996.
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Subject. This article discusses the conceptual approaches to the development of accounting of hydraulic engineering installations of ship repair companies. Objectives. The article aims to highlight the conceptual basis for the development of a model to form an accounting system of hydraulic facilities of the ship repair industry. Methods. For the study, I used analysis and synthesis, generalization, systematization, abstraction, and the inductive and deductive methods. Results. The article defines certain approaches to the formulation and development of elements of the methodological chain of accounting of the industry facilities of ship repair enterprises. Based on the disclosed targeted accounting guidelines, the article proposes a model for the formation of an accounting system of such objects. Conclusions. The ship repair companies' hydraulic engineering installations can be regarded as a separate group of accounting facilities, namely, the fixed assets with an unestablished lifespan. The proposed model of building the accounting environment of hydraulic facilities of ship repair companies represents certain relationships between elements of external and internal communication of accounting departments with users of information.
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Yu, D. W., and J. H. Devletian. "Electroslag Surfacing: A Potential Process for the Rebuilding and Restoration of Ship Components." Journal of Ship Production 5, no. 02 (May 1, 1989): 67–78. http://dx.doi.org/10.5957/jsp.1989.5.2.67.
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With construction of new commercial ships in U.S. shipyards at an all-time low and Congressional appropriations insufficient to maintain a U.S. Navy fleet of 600 ships, the priorities of the surviving U.S. shipyards are changing from that of shipbuilding to ship rebuilding, restoration, and repair. This paper presents a review of the international literature on the most recent developments in thick section surfacing by electroslag surfacing (ESS) using strip or wire electrodes. The advantages of this newly developed technique from Japan are explained in comparison with the conventional surfacing processes, such as submerged arc surfacing (SAS). A number of innovations and applications in this area are introduced to emphasize the substantial economical advantage of strip ESS for ship repair and manufacturing. ESS with strip electrodes is capable of overlaying a wide variety of corrosion and/or wear-resistant deposits on structural ship components with half the dilution level and twice the deposition rate of its closest competitor, SAS. Because of its significant economical merits, strip ESS has already become the dominant thick-section surfacing process in many industrialized countries, particularly in Japan, the Soviet Union and parts of Europe.
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Goedhals-Gerber, Leila L. "The market for ship repair facilities in the port of Cape town." Corporate Ownership and Control 12, no. 1 (2014): 406–17. http://dx.doi.org/10.22495/cocv12i1c4p4.
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The market for shiprepair worldwide is segmented according to the purpose for which ships are used, the types and sizes of ships and geographic areas or the routes plied. Shiprepairers tend to focus on the segments in which they have advantages of comparative cost and/or infrastructure and equipment. Generally, Cape size bulk carriers and Post-Panamax container ships are serviced in docks in Asia and tankers above the Afromax size in the Middle East, while the European shiprepairers provide specialised repair services for smaller ships in niche markets. Shiprepairers elsewhere compete in segments of the remainder of the market. The current demand for shiprepair requiring the use of the drydocks and syncrolift at the Port of Cape Town is largely for the repair of ships used for fishing, mining, supply and services, coastal patrol, salvage, rescue and pleasure (passenger vessels) as well as harbour craft and cable ships. Most of the trading ships repaired, apart from those requiring emergency repairs, are small coasters. Few ships involved in international trade have been drydocked for routine survey and repairs in recent years and such business seems to have been lost to Cape Town mainly because it is not a terminal port for regular voyages. The development of the shiprepair industry is an important target in the maritime sector of the National Development Plan of South Africa. In this article conclusions are reached about the complexity of the business economic difficulties of doing so and the prospects for promoting the plan at Cape Town. In view of the lack of academic literature in South Africa on shipping topics notwithstanding the dependence of a country’s economy on its maritime trade, the article is also intended to induce further research on the topic
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Sims, Philip. "U.S. Navy World War II War Damage Reports." Marine Technology Society Journal 46, no. 6 (November 1, 2012): 49–60. http://dx.doi.org/10.4031/mtsj.46.6.3.
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AbstractThe damaged and sunken ships of Pearl Harbor contained information on the response of ships and their damage control teams to modern weapons. As they were raised to be repaired, the physical evidence of damaged areas was carefully recorded. The Navy’s ship design organization, the Bureau of Ships (Buships), combined the physical evidence with crew action reports to determine what worked and what did not. Buships published the results in almost 70 War Damage Reports, which were illustrated with photographs and newly prepared extent-of-damage drawings. This paper is a high-level introduction to that massive body of work.The customers of the reports were the damage control schools, the operational fleet (needing to ruthlessly remove flammable materials), the naval repair yards (installing ship alterations to overcome deficiencies), and the designers of new construction warships. The report series was continued covering ships damaged or lost in the Pacific battles. Modern warship features that are now thought of as “good practice,” such as ring fire mains with one line high and the other low on the opposite side of the ship, are a result of “lessons learned” from the war damage surveys. The paper compares the 1938 design Iowa class battleships and the war design Des Moines class heavy cruisers, which incorporated the lessons learned. The differences in compartmentation and damage control fittings of the two classes are described.
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., Silvianita, Fadel Muhammad, Daniel M. Rosyid, and Wimala Dhanista. "Earned Value Management for Ship Repair Project." Journal of Engineering and Applied Sciences 14, no. 20 (October 31, 2019): 7442–47. http://dx.doi.org/10.36478/jeasci.2019.7442.7447.
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STIMSON, WILLIAM A. "Statistical Quality Control and Navy Ship Repair." Naval Engineers Journal 105, no. 1 (January 1993): 59–65. http://dx.doi.org/10.1111/j.1559-3584.1993.tb02707.x.
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Liker, Jeffrey K., and Thomas Lamb. "What is Lean Ship Construction and Repair?" Journal of Ship Production 18, no. 03 (August 1, 2002): 121–42. http://dx.doi.org/10.5957/jsp.2002.18.3.121.
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The success of the Toyota Production System is well known. Toyota is the most productive and innovative automobile manufacturer in the world. Directly or indirectly they have pioneered approaches and principles such as, among many others, just in time, one-piece flow, and "andon." The Toyota Production System was the basis for "lean manufacturing." The purpose of lean manufacturing is to improve product cycle time, cost competitiveness, and quality by eliminating any waste in the manufacturing process through continuous improvement by a motivated workforce. The authors, as part of the NASSCO shipbuilding production system project, were responsible for introducing lean manufacturing to the project team and developing a "Guide to Lean Shipbuilding." This paper first discusses what lean manufacturing is, and then reports on a benchmarking visit to Japanese shipyards. Finally, a description of lean shipbuilding and its implementation is presented with case examples of lean workshops.
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Fateev, Nikolai, and Iryna Zaporozhets. "ORGANIZATION OF THE PROJECT MANAGEMENT OFFICE OF SHIP REPAIR ENTERPRISE." Three Seas Economic Journal 1, no. 2 (December 8, 2020): 48–52. http://dx.doi.org/10.30525/2661-5150/2020-2-8.
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The aim of the article is to study the features of ship repair production and, accordingly, develop recommendations for the composition of the functions of the project management office, its structure and stages of development. The characteristics of ship repair production, which determine its features and the structure of management of a ship repair enterprise, are systematically presented. The subject of the study is the models and methods of project management, programs and project portfolios of ship repair enterprises. The object of the study is the corporate project management system of a ship repair enterprise. The project-oriented nature of ship repair production, combined with a high degree of uncertainty in the planning and implementation of ship repair projects, identifies the need to use deterministic network models with a probabilistic estimate of the duration of work. To reduce risks in conditions of uncertainty, it is proposed to use Agile technologies, which organically complement the matrix organizational structure of a ship repair enterprise and ensure effective cooperation with the customer and the success of the business as a whole. The creation of a project management office is proposed to be implemented as a development system that includes four stages of maturity. The key functions of the project management office at each stage of development have been formulated. The role of the information model of the vessel in the implementation of the 6D design methodology, which provides monitoring during the operation of the vessel, predicting the degree of wear of the vessel's elements over time, is justified. The MS Project Standard package allows building interfaces with the information model of the vessel to obtain the parameters of the hull structures, characteristics of the mechanisms and equipment of the vessel, as well as recommendations for repair technology. An important function of the project management office is to participate in the strategic management of project portfolios. To implement this function in the enterprise management system, certain prerequisites for the development of portfolio management must be formed: a formalized strategy, metrics for evaluating projects for compliance with the strategy, a certain culture of management decisions. The duration of vessel repair determines the time of decommissioning. This important strategic indicator is the basis for the formulation of BS (balanced scorecard). An important task of the project management office is to implement feedback and provide information on the status of achieving the planned indicators at all levels of enterprise management. The structure of the function and tools of the project management office are determined by the management of the enterprise depending on the number and complexity of the ship repair projects, level of development of the corporate information system of the enterprise, availability of specialists with appropriate qualifications. The project management office will provide effective communication between project management and functional services of the enterprise, which will significantly improve the quality of the enterprise management system as a whole. The organization of the project management office in the management system of the ship repair enterprise will ensure the effective allocation of resources for projects, accounting for available resources of the enterprise, coordination of goals and tasks of individual projects with strategic plans of the enterprise. All this is aimed at reducing costs and increasing the competitiveness of the ship repair enterprise.
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Ellsworth, Ernest D., and H. Bruce Bongiorni. "Zone Logic Applications for Submarine Overhauls." Journal of Ship Production 5, no. 03 (August 1, 1989): 179–87. http://dx.doi.org/10.5957/jsp.1989.5.3.179.
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Japanese shipbuilding methods have typically been applied in new ship construction. As shipbuilding declines, the ship repair market has become more competitive and shipyards have started to apply some of these principles to ship repair. Public shipyards have been the most active in this technology development. This paper addresses some of the history and problems that have been encountered at Portsmouth Naval Shipyard in the application of zone outfitting methods.
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Kushner, Guriy Alekseevich, Victor Andreevich Mamontov, and Dmitry Aleksandrovich Volkov. "Analysis of damage and failure of ship propulsion shafts." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 3 (August 31, 2021): 33–39. http://dx.doi.org/10.24143/2073-1574-2021-3-33-39.
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The paper highlights the problem of a ship shaft line failure, which entails significant economic losses, because most vessels of the Russian fleet are equipped with a shaft line. A large number of domestic and foreign works are devoted to studying the causes of damage and failures of ship shafting. The complexity of collecting, systematizing and analyzing statistical data on breakdowns and damages of shafting lies in the fact that the data refer to different periods of time, different periods of operation and types of ships, and are also contained in various sources. There has been considered the approach to systematization of modern statistical data on damages and failures of ship shafting elements collected on the basis of defect-technological lists of the Astrakhan shipyards and from other sources. Information on breakdowns of ships, their elements and ship shaft lines within 2010 - 2019 provided by the Russian River Register of Shipping is given. The analysis of accidents on ships of the class of the Russian Maritime Register of Shipping. The places of occurrence and the nature of the propeller shaft cracks have been established, which makes it possible to assess the nature and magnitude of the destructive loads, as well as the real safety margins. The general classification of the location of the propeller shaft cracks in the order of the frequency of their occurrence is given. There have been shown the results of the analysis of defect-technological lists, which make it possible to establish the causes of ship shafting failures, which led to emergency repair, and the most common defects identified during the scheduled dock repair of ships. The influence of the diameter of propeller shafts on the nature and size of defects, as well as the frequency of their manifestation, is estimated. Based on the results of the analysis, certain measures have been proposed to reduce the number of accidents in shafting of projected vessels, and the most promising directions for improving the already developed structures of shafting in operation are outlined. The results of the analysis are in addition to the ongoing research and development work to improve the reliability of ship power systems.
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Sato, Shuji, and Shizuo Suzuki. "IHI Zone Logic Application to Electrical Outfitting on Highly Sophisticated Ships." Journal of Ship Production 6, no. 02 (May 1, 1990): 93–100. http://dx.doi.org/10.5957/jsp.1990.6.2.93.
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Outfitting electrical cable in highly sophisticated ships, such as research vessels and patrol boats, has a significant impact on every aspect of ship construction, modernization, overhaul, and repair. In other words, cost, schedule adherence, and quality for very sophisticated ships are fully dependent on the performance of the electrical work. Ishikawajima-Harima Heavy Industries, Co., Ltd. (IHI) has been exploiting zone logic, also recognized as group technology, for construction of virtually all ship types. But, the extensive cable footage in sophisticated ships requires special considerations and techniques. This paper presents practical design and production processes for zone outfitting electric cable. Special focus is on:functional and detail design,conversion of system-oriented design data to zone-oriented work packages called "pallets," andwork methods currently employed in IHI shipyards.
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MacGregor, Roy M. "Revitalization of Industrial Engineering in the Naval Shipyards." Journal of Ship Production 5, no. 04 (November 1, 1989): 228–33. http://dx.doi.org/10.5957/jsp.1989.5.4.228.
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Recent developments in the ship repair industry have focused attention on the operation of the naval shipyards. The loss of commercial ship construction work to foreign nations and the declining commercial ship repair work market have resulted in aggressive competition among private shipyards for naval ship repair work. The naval shipyards have come under increasing pressure and scrutiny to become more productive and cost effective. This paper examines the impact of these factors on the naval shipyards, specifically with respect to the industrial engineering functions. It describes the initiatives taken to revitalize industrial engineering in the naval shipyards and summarizes some of the successes achieved in reducing costs. The paper concludes with a prognosis for the future and describes efforts to institutionalize the strengthened role of industrial engineering.
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Mizgirev, Dmitry S., Vasily N. Zakharov, Nikolay S. Otdelkin, and Victor S. Naumov. "Сurrent state of the problem of ship waste management." RUDN Journal of Ecology and Life Safety 27, no. 4 (December 15, 2019): 282–97. http://dx.doi.org/10.22363/2313-2310-2019-27-4-282-297.
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The article is devoted to the current state of the problem of ship waste management. The paper deals with the problem of anthropogenic impact on water bodies and adjacent territories resulting from shipping, ship repair and industrial production. The classification of hazardous impacts of ships on the environment in accordance with Russian and international regulations. The main methods of solving the problem of ship waste that are currently used are indicated, the main equipment of engineering environmental protection is classified. Comparative analysis of Russian regulatory documents (The Rules of Russian River Register) and international regulatory documents (MARPOL) was held. The conclusion was made about more stringent requirements for emissions of polluting substances on inland waterways. The definition of operational wastes from vessels was proposed. The general trend was shown for toughening of rules and regulations for handling and disposing of ship-generated waste.
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Lee, Jung-Phil, and Young-Soo Jang. "A Study on the Partnership between Ship Repair Companies and Ship Management Companies." Journal of Fisheries and Marine Sciences Education 25, no. 3 (June 30, 2013): 599–615. http://dx.doi.org/10.13000/jfmse.2013.25.3.599.
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Rajewski, Przemysław. "Impact of Dock Tanks Pumping Plan on Structural Loads of a Dock and a Ship." New Trends in Production Engineering 1, no. 1 (October 1, 2018): 143–49. http://dx.doi.org/10.2478/ntpe-2018-0018.
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Abstract Positioning of a ship on a working platform above the waterline in order to repair and modernize the underwater hull parts requires changes from continuous support to point support. And as a result of such, the load of the ship structure is subject to changes as well. In extreme cases, the loads may exceed the allowable loads and cause damage to the hull structure. The paper presents the technical aspects of the ships docking process which may have an impact on safety. It also includes a discussion on procedures that reduce the risk of malfunction and failure.
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Li, Ang, and Jin Yun Pu. "Optimization of Ship Field Repair Scheduling Based on Depth First Search Method." Applied Mechanics and Materials 321-324 (June 2013): 2152–56. http://dx.doi.org/10.4028/www.scientific.net/amm.321-324.2152.
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Ship field repair sheduling is a asynchronism and concurrency process. Although it is complex, it is very important in the field repair decision at wartime. Through the optimal field repair scheduling, we can reduce the total repair time and improve repair efficiency. Regretly ship field repair scheduling optimization model has not been researched perfectly. Generally speaking, there are field repair processes of two kinds. Repair processe of one kind is that the repair sequence is fixed and the repair resource need not be scheduled. It is used to schedule repair tasks of the same kind. Repair processe of the other kind is that the repair resoure should be scheduled to reduce the total repair time. It is used to schedule the repair tasks of the different kind. The scheduling method of the first kind has been researched in math work. But the math model turns to be complex when the amount of the object increases. The scheduling method of the second kind is more complex than the first one. It is a typical asynchronism and concurrency process. So the new feasible models should be researched. Based on the repair processes of the two kinds, two ship field repair scheduling models are founded based on timed colored Petri net (TCPN) and depth first search method in this paper. The timed colored Petri net is used to model repair process and its transition rules are used to design the arithmetic. The arithmetics of the two models are explained in detail. In the second arithmetic, the conflict-solution is researched particularly. Conflict-solution method is corresponding to the field repair resource scheduling plan. The conflict-solution problem is solved based on depth first search method of artifical intelligence. Through the examples of the use of the two arithmetics, we find that the arithmetics given in this paper are very feasible and convenient. The field repair scheduling optimization models are the basic of the ship field repair and safety recovery intelligent decision support system. Through the optimization models we can generate the repair scheduling plan intelligently. That is to say the two models are not only optimization models but also intelligent models.
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Kr Dev, Arun, and Makaraksha Saha. "Modeling and Analysis of Ship Repairing Labor." Journal of Ship Production and Design 32, no. 04 (November 1, 2016): 258–71. http://dx.doi.org/10.5957/jspd.2016.32.4.258.
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Labor cost is an important and sensitive issue in labor intensive industry. Ship repairing work is, by nature, labor intensive and not prone to automation. In normal ship repairing or routine maintenance of a ship, labor cost contributes the highest amount in the final invoice. This figure may go up to 70% of the total cost. This cost is directly contributed by labor (man-days) utilized for the ship repairing works. Owners and shipyards are always very keen for lowering the man-days value. Lesser man-days can directly be translated into the lower final invoice (for the owner) and higher productivity (for a shipyard), which can help the shipyard to stay in a competitive market. Ship repairing labor (man-days) and related information for 50 cargo ships of various ages, sizes and types were collected from a single shipyard. A multiple linear regression model was developed and analyzed using these primary data. Ship repairing labor was then expressed as a function of a ship's age, deadweight, type, and repairing works consisting of mainly hull blasting, hull painting, structural steel, and piping. The "method of least squares" was applied to estimate the regression coefficients. In this article, the authors have made an attempt to identify those independent variables that influence ship repairing man-days (the dependent variable) and their interrelationship. A mathematical model has thus been developed and proposed, as a guiding tool, for the decision maker to estimate a more realistic ship repairing labor (man-days) for ships to be under repair.
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Stieren, D. C., G. Caskey, C. McLean, and T. Neyhart. "Knowledge-Based Modular Repair: Advanced Technology Applications for Ship Repair and Conversion." Journal of Ship Production 17, no. 02 (May 1, 2001): 103–17. http://dx.doi.org/10.5957/jsp.2001.17.2.103.
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One of the projects sponsored by the U.S. Navy's Maritime Technologies (MARITECH) Advanced Shipbuilding Enterprise Initiative in 1999 is being conducted jointly by the Atlantic Marine Holding Company (AMHC) in Mobile, Alabama (which also has facilities in Jacksonville, Florida) and the Manufacturing Engineering Laboratory of the National Institute of Standards and Technology (NIST) in Gaithersburg, Maryland. This project, "Knowledge-Based Modular Repair: Advanced Technology Applications for Ship Repair and Conversion," has the following goal: to reduce cycle times and costs, and improve the precision and overall quality of repair and conversion processes conducted by American shipyards. This paper presents the work being conducted in this project, along with first-year results. The project incorporates precision metrology techniques and advanced modeling and simulation technologies into repair and conversion operations. The project is facilitating prefabrication and modular installation of structural and mechanical system components during large-scale overhaul and conversion projects by using advanced engineering technologies combined with reverse engineering and accurate, predictive modeling tools. Planning processes are being created to incorporate the technologies developed by the project into contracted work in the shipyard and to assist the customer in making informed, accurate decisions about optimum approaches to real-world projects.
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Ventura, Manuel, and C. Guedes Soares. "Application of STEP Technology to Ship Repair Data Management." Journal of Ship Production 23, no. 04 (November 1, 2007): 231–37. http://dx.doi.org/10.5957/jsp.2007.23.4.231.
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This paper describes some aspects of the application of STEP technology to the development of a data management system for a ship repair yard. The business process associated with ship repair activities implies a lot of data exchange between several companies, with different core businesses and organizations, using different software platforms and systems. In this activity, where the duration of the typical work is relatively small and the schedules are tight, the improvement of the communications between the actors involved is relevant. The system described here manages the information exchanged between ship owner and shipyard during the repair process, covering tendering, contract, production, and invoice phases. STEP technology was used not only for data exchange but also for the development of the persistent storage of data on an object-oriented database, driven by a formal EXPRESS-based schema.
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Soares, C. Guedes, and Y. Garbatov. "Reliability of Maintained Ship Hulls Subjected to Corrosion." Journal of Ship Research 40, no. 03 (September 1, 1996): 235–43. http://dx.doi.org/10.5957/jsr.1996.40.3.235.
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A time-variant formulation is presented to model the degrading effect that corrosion has on the reliability of ship hulls. The effect of corrosion is represented as a time dependent decrease of plate thickness that affects the midship section modulus. One repair policy was considered and the example results showed the effect of plate replacement when its thickness reached 75% of the original thickness. The example results also illustrated how the limit value of the thickness in the repair criteria influences the reliability and the decision about repair actions. This is also shown for the effect of different corrosion rates and allowable stresses.