Artigos de revistas sobre o tema "Hull (Computer program)"

A surface effect ship is known to be comparable to a high-speed ship. For the structural design of surface effect ships, advanced design methods are needed which can reflect the various loading conditions different from those of conventional ships. Also, minimum weight design is essential because hull weight significantly affects the lift, thrust powering and high-speed performance. This paper presents the procedure of optimum structural design and a computer program to minimize the hull weight of surface effect ships built of composite materials. By using the developed computer program, the optimum structural designs for three types of surface effect ships—built of sandwich plate only, stiffened single skin plate only, and both plates—are carried out and the efficiency of each type is investigated in terms of weight. The computer program, developed herein, successfully reduced the hull weight of surface effect ships by 15–30% compared with the original design. Numerical results of optimum structural designs are presented and discussed.

One of the research topics of Human-Computer Interaction is the development of input devices and how users interact with computers. So far, the application of hand gestures is more often applied to desktop computers. Meanwhile, current technological developments have given rise to various forms of computers, one of which is a computer in the form of a smartphone whose users are increasing every year. Therefore, hand gestures need to be applied to smartphones to facilitate interaction between the user and the device. This study implements hand gestures on smartphones using the Android operating system. The algorithm used is convex hull and convexity defect for recognition of the network on the hand which is used as system input. Meanwhile, to ensure this technology runs well, testing was carried out with 3 scenarios involving variable lighting, background color, and indoor or outdoor conditions. The results of this study indicate that Hand gesture recognition using convex hull and convexity defect algorithms has been successfully implemented on smartphones with the Android operating system. Indoor or outdoor testing environment greatly affects the accuracy of hand gesture recognition. For outdoor use, a green background color with a light intensity of 1725 lux produces 76.7% accuracy, while for indoors, a red background color with a light intensity of 300 lux provides the greatest accuracy of 83.3%.

The threat of large-scale pollution by tankers offers an incentive to increase our present knowledge in vessel groundings. The lack of research and technical writing as to the effects of waves on a vessel aground is emphasized. A procedure is developed to evaluate the likelihood of exceeding longitudinal strength of stranded tankers in waves. A software modification to Ship Hull characteristics Program (SHCP), a highly used naval architecture program, is described. The modification allows modeling of ground reaction for hull strength calculations of stranded vessels. An analytical technique for predicting hull failure based on the probability of wave height exceedance is presented. Computer runs using the hull form of a coastal tanker are evaluated. Pertinent environmental parameters acting on grounded vessels are defined. New salvage data collection procedures and equipment are proposed. The need to apply current microcomputer technology to salvage is addressed, and proposed hardware and software systems are included. Based on the work presented, sound initial salvage decisions, which increase hull survivability and decrease the chances of pollution, can be made. It is proposed that new technologies can augment a salvor's feel for the dynamics involved in salvage engineering.

A genetic algorithm-based optimization method is proposed for an optimization of a ship hull from a hydrodynamic point of view. In the optimization procedure, the wave resistance has been selected as an objective function. The genetic algorithm is coupled with a computer program for solving the three-dimensional potential flow around a ship hull. The potential flow solver is based upon the well-known Dawson method. The optimization procedure has been applied to the Series 60 CB = 0.60 hull taken as a basis hull. The computational examples show the optimization ability of the proposed method.

Preliminary prediction of resistance and power is a fundamental aspect of the ship design process since they directly influence the developments of the design process, fuel consumption and costs, and environmental impact from the early design stage. Parametric predictions of resistance and power, based mainly on statistical regression models that are also ideal for computer programming, are often performed during initial design stages, providing rapid predictions and optimisations for minimum resistance. The paper aims to present the results of the comparative analysis on some conventional hulls of the predictive accuracy of a computer program developed by the author for parametric predictions of resistance and power of ships. The program (entitled Ship Power V 1.0) is developed in the Visual Basic 6.0 environment based on two well-known regression models Holtrop and Van Oortmerssen. The program can perform detailed predictions of resistance and power, resistance coefficients, propeller thrust, hull efficiency, wake, and trust fractions, with no restriction on the number of velocities. In this study, only the analysis of the accuracy of resistance and power prediction is considered. Results of the comparative analysis of the computational procedures of Ship Power V 1.0 versus experimental data, and against results of another well-known commercial software, performed on three models of the Ridgely-Nevitt trawler series and KCS hull have shown a good level of accuracy and reliability as other well-known commercial software.

In the present paper, first 13 hull forms of fishing boats with different block coefficients were generated. Later, 26 hull forms of fishing boats with two different ratios of length to beam were generated by utilizing previous hull forms of fishing boats mentioned. In total, 39 fishing boats were generated. This series is called "Fishing Boats Series of ITU" (Istanbul Technical University). In this Series, the forms of the body stations and beams of the boats are the same for equal block coefficient and different lengths. The ratio of the beam of any station at any waterline to the beam of boat, Bz/B varies with respect to block coefficient, CB. These variations have been represented with the third-degree polynomials. Thus, a hull form of the fishing boat in the desired length and block coefficient can be obtained by using these polynomials. For this purpose, a computer program called "Turetme" was developed. Finally, by using this program, three hull forms of fishing boats were obtained and presented here.

The Ship Motion Program (SMP) originally written for a mainframe computer system has been adapted for use on the IBM PC microcomputer family and subsequently applied to study ship seakeeping performance. The converted program, referred to as the Ship Seakeeping Characteristics Program (SSCP), was utilized for a parametric study on the influence of the main form parameters on heave and pitch performance for the British Ship Research Association (BSRA) trawler series of geometrically related forms. From the results of this study an optimum form has been indicated and its geometrical features defined.

A shallow-draft full-form ship is a particular type of ship with a breadth-to-draft ratio higher than is conventional. To investigate the characteristics of such full forms in response to hull vibrations induced by waves, a special computer program based on the hydroelasticity theory of ships has been developed. In addition, an experimental investigation using a segmented elastic-keel model of the ship has been carried out in order to verify the theoretical calculations. It is found from calculation of the wave loads that the dynamic responses of this specific hull form cannot be accurately predicted by strip theory. It is concluded therefore that hydroelasticity theory should be used in the design of the hull structure.

The article presents a mathematical model of a marine propulsion system and a computer program based on the LabVIEW environ-ment. For a purpose of model construction, a ships hull resistance was identified and an approximation equations of the Wageningen institute for ship propellers were used. The ships motion equations were used to build the propulsion system model. On the basis of conducted tests of Sulzer 6AL20 / 24 marine engine, a map of concentrations harmful compounds was created in various load state and transferred to a computer program.

A new methodology based on a macroelement model proposed for torsional behaviour of the ship hull made of composite material is proposed in this paper. A computer program has been developed for the elastic analysis of linear torsion. The results are compared with the FEM-based licensed soft COSMOS/M results and measurements on the scale simplified model of a container ship, made of composite materials.

ARCO Marine currently operates ten tankers which move crude oil from Valdez, Alaska to West Coast ports of the United States. These tankers range in size from 70 000 to 265 000 dwt and operate throughout the year in the harsh environment of the North Pacific Ocean. All of the ships have experienced fatigue and slamming related structural damage. Fatigue damage of structural details occurs from cyclic loading as the ship hull girder flexes in response to the seaway. Damage to local bow structure results from slamming, which is a high magnitude impulse load that induces a high frequency response in the hull girder. Because of this high frequency response, slamming also contributes significantly to fatigue damage. With the goal of minimizing this structural damage, ARCO Marine initiated the Hull Monitoring Program with Ocean Systems Inc. in mid-1992 to develop an onboard computer-based Decision Support System (DSS) that conveys information to the shipmaster to aid in avoiding encounters with ship damaging seas. There are three basic sources of information to the DSS: weather forecasting, analytic and empirical seakeeping computations, and instrumentation feedback. An instrumentation package was installed on the ARCO California and continuously recorded ship motion and hull girder responses throughout its five 1992/93 winter voyages. Analysis of the recorded data resulted in several significant findings that validate the need for an onboard DSS. The Hull Monitoring Program built on the success of the 1990 ARCO Tanker Slamming Study [1] and has resulted in the conceptual design of a prototype DSS ready for implementation during the 1993/94 winter voyages. This paper describes the 1992/93 instrumentation package and data acquisition process, presents many of the significant findings, introduces the concept of improved passage planning, and discusses plans for the onboard implementation of the prototype system.

In the modular construction of ships, significant productivity losses can occur during the erection stage, when the modules, or hull blocks, are joined together. Frequently, adjacent blocks do not fit together properly, and rework of one or both of the mating block interfaces is necessary to correct the problem. The specific cause of rework is the variation of plate edges at the block interface, which is itself a cumulative product of numerous manufacturing variations inherent in hull block construction. Variation in manufacturing is unavoidable, but not uncontrollable. The application of accuracy control techniques in shipbuilding has proven that a statistical analysis of variation makes possible an accurate prediction of its effects. This paper presents an examination of block interface variation, and the subsequent development of a computer simulation method of predicting rework levels on those blocks. The complex interaction of all the edges' random variations at the block interface gives rise to a unique rework probability distribution. This probability distribution is evaluated by means of the computer simulation program, which provides estimates of the average rework anticipated, the shape of the probability curve, and other parameters. Similar predictions are also available for cost and labor of required rework. In addition to predicting rework levels, the simulation program can be a useful tool for reducing those levels.

The influence of ship length, length to beam ratio, beam to draft ratio, prismatic coefficient, non-dimensional radius of gyration and Froude number upon significant amplitude of coupled heaving and pitching motions of trawler hull forms for six different sea states has been studied. For this purpose, 540 trawler hull forms have been generated from Doust trawler series to cover appropriate ranges of the design parameters. Seakeeping behavior of these forms has been studied by using an established ship motion computer program and regression models of significant seakeeping events have been derived. Through this study, it is believed that a method has been produced for the seakeeping evaluation of trawler forms during the early design stages, hence allowing for the design of safer and more seakindly trawler designs.

Finite element method analysis of main lines of hydraulic central loading system installation expansion loops mounted on product and chemical tankers has been presented in the paper. The axial forces problem in installations mounted along the ship?s open decks executed from hull deformations on waves and thermal stresses is given. Use of ?U? type expansion loops is described. Results of forces in anchor points and stresses of Mises due to expansion loop deformations are shown. Calculations were made by ABAQUS Ver.6.7 FEM computer program.

Computational Fluid Dynamics (CFD) software is often used to study fluid flow and structures motion in fluids. The CFD normally requires large size of arrays and computer memory and then caused long execution time. However, Innovation of computer hardware such as multi-cores processor provides an alternative solution to improve this programming performance. This paper discussed loop parallelize multi-cores processor for optimization of sequential looping CFD code. This loop parallelize CFD was achieved by applying multi-tasking or multi-threading code into the original CFD code which was developed by one of the authors. The CFD code was developed based on Reynolds Average Navier-Stokes (RANS) method. The new CFD code program was developed using Microsoft Visual Basic (VB) programming language. In the early stage, the whole CFD code was constructed in a sequential flow before it is modified to parallel flow by using VBs multi-threading library. In the comparison, fluid flow around the hull of round-shaped FPSO was selected to compare the performance of both the programming codes. Besides, executed results of this self-developed code such as pressure distribution around the hull were also presented in this paper.

A new technology on the end launching of a ship without fore poppet is presented. A theoretical analysis of the new technology is carried out based on the actual measurements which were recorded during the launching. By means of the Ritz method, the reactive forces from launching ways, the deflection curves and the longitudinal bending moments of ship hull beams are calculated for two ships under three assumptions. The theoretical results are in good agreement with the measured data. The strength of ships in the launching process is examined. A computer program for an optimum arrangement of the blocks is proposed.

The paper presents a numerical method for calculating a potential flow around a ship of transomstern with respect to the double-body potential. The method of solution is based on the distribution of Rankinesources on the hull as well as its image and on the free surface. An iterative algorithm is used for determiningthe free surface and wave resistance using Dawson’s upstream finite difference operator. A verification ofnumerical modeling is made using NPL- 4A model and the validity of the computer program is examined byidentifying the transverse and diverging wave patterns of AMECRC model moving in infinite depth of water.DOI: http://dx.doi.org/10.3329/jme.v43i1.15766

ABSTRACT Since the working situation of the Japanese shipbuilding industry is changing due to the decrease of skilled workers, the production management system should be improved as suitable for skill-independent production. Under such conditions, it is important to indicate working details to non-skilled workers, which contain so-called 4W1H - Who, When, Where, What, How - including the working procedure. In this report, a working route simulation to achieve a minimum working period is carried out using the genetic algorithm (GA) for assembly welding or block painting work on a ship hull as an example. This defines the job sequence of each worker in a block. A personal computer based program (C++) was developed and applied. The calculation result of the sample data showed a good result to get optimum working route to have minimum working period.

Abstract The convex hull of n + 1 affinely independent vertices of the unit n-cube In is called a 0/1-simplex. It is nonobtuse if none its dihedral angles is obtuse, and acute if additionally none of them is right. In terms of linear algebra, acute 0/1-simplices in In can be described by nonsingular 0/1-matrices P of size n × n whose Gramians G = PTP have an inverse that is strictly diagonally dominant, with negative off-diagonal entries [6, 7]. The first part of this paper deals with giving a detailed description of how to efficiently compute, by means of a computer program, a representative from each orbit of an acute 0/1-simplex under the action of the hyperoctahedral group Bn [17] of symmetries of In. A side product of the investigations is a simple code that computes the cycle index of Bn, which can in explicit form only be found in the literature [11] for n ≤ 6. Using the computed cycle indices for B3, . . . ,B11 in combination with Pólya’s theory of enumeration shows that acute 0/1-simplices are extremely rare among all 0/1-simplices. In the second part of the paper, we study the 0/1-matrices that represent the acute 0/1-simplices that were generated by our code from a mathematical perspective. One of the patterns observed in the data involves unreduced upper Hessenberg 0/1-matrices of size n × n, block-partitioned according to certain integer compositions of n. These patterns will be fully explained using a so-called One Neighbor Theorem [4]. Additionally, we are able to prove that the volumes of the corresponding acute simplices are in one-to-one correspondence with the part of Kepler’s Tree of Fractions [1, 24] that enumerates ℚ ⋂ (0, 1). Another key ingredient in the proofs is the fact that the Gramians of the unreduced upper Hessenberg matrices involved are strictly ultrametric [14, 26] matrices.

The purpose of this study is to determine the correct estimation of laminated design for composite materials applied to a ship radar mast. Recently, as the IMO’s environmental regulations have been strengthened to increase the energy efficiency of ships, the IMO has also begun to consider operational economics such as energy reduction through lightening the hull. Demand for lighter weight technology using composite materials is increasing. Examples would include lightweight large structures using composite materials, composite materials replacing metal design parts, and polymer composite materials applicable to marine environments. Therefore, in this study, the properties of the material were analyzed using a simulation program to verify the applicability of the composite material for ship radar mast. In addition, the reliability of the simulation result was secured through Fiber/Matrix/Ply correction and the calculation of the laminate dynamics. The results provide basic properties (E33, G23, G13, [Formula: see text]23, [Formula: see text]13, S13, S23) for computer analysis other than mechanical properties derived experimentally.

An extensive full scale performance evaluation of the USNS 17CTORIOUS T-AGOS 19 was undertaken by the ship design community to validate the hydrodynamic performance capabilities of this Small Waterplane Area Twin Hull (SWATH) ship To assess the performance characteristics of the hull form, sensors, signal conditioning instrumentation, and data acquisition computer systems were installed on hoard. Real-time characterization of the seaway during trial operations represented a key element in the overall evaluation of the rough water performance of this SWATH ship, as would also he the ease for many other surface ships. During this full scale trial program the seaway was quantified through wave height measurements made at the how of the ship using a commercially available ship-borne wave height sensor. The major advantages of using a ship-horne wave height sensor include: measurement of seaway parameters in seas too severe to launch a buoy, reduced trial dawn-time associated with buoy launch and recovery, and an increase in collection time of seaway data available at zero speed as well as underway. A wave height buoy was also employed on several occasions primarily for comparison with the ship-horne wave height measurements. The comparisons of ship-home wave height measurements with wave buoy measurements show reasonable agreement and provide confidence in the overall accuracy of the wave height measurements. For comparison, wave spectra measured during the trials are also presented along with a theoretical Bretschneider spectrum at approximately the same significant wave height and modal period. The results indicate good agreement between the wave spectra derived from data measured using the ship-home sensor and what is expected in a theoretical spectral formulation of a well developed seaway

The development of a theoretical drawing by manual methods is notable for considerable laboriousness, in this regard, the use of methods that significantly reduce the development time and increase its quality is relevant. In this work, a comparative analysis of methods for obtaining ordinates of a theoretical drawing is carried out. The existing methods of computer-aided design and methods of forming a theoretical drawing are considered: classical, interpolation, affine transformation method, modular method. The process of development of the surface of the tug by the interpolation method is shown, the substantiation of its application is carried out. On the basis of the developed model, a program for calculating the ordinates of the theoretical drawing of tugboats was developed. The results of the software package operation are presented, namely, the ordinates of the theoretical drawing of the tugboat and the hull of the theoretical drawing, as well as the analysis of the calculation accuracy. The adopted approach to the development of the ship's surface can significantly reduce the time and cost of design work on the development of the ship's surface, can be used for its further automation and use as scientific, industrial and educational purposes.

This paper presents a review of the different methods and techniques used to optimize ship hulls over the last six years (2017–2022). This review shows the different percentages of reduction in ship resistance, and thus in the fuel consumption, to improve ships’ energy efficiency, towards achieving the goal of maritime decarbonization. Operational research and machine learning are the common decision support methods and techniques used to find the optimal solution. This paper covers four research areas to improve ship hulls, including hull form, hull structure, hull cleaning and hull lubrication. In each area of research, several computer programs are used, depending on the study’s complexity and objective. It has been found that no specific method is considered the optimum, while the combination of several methods can achieve more accurate results. Most of the research work is focused on the concept stage of ship design, while research on operational conditions has recently taken place, achieving an improvement in energy efficiency. The finding of this study contributes to mapping the scientific knowledge of each technology used in ship hulls, identifying relevant topic areas, and recognizing research gaps and opportunities. It also helps to present holistic approaches in future research, supporting more realistic solutions towards sustainability.

BP Oil Company time-charters a fleet of American-flag tankers for the ocean transportation of crude oil and petroleum products to the East, West and Gulf Coasts of the United States. Commencing in 1991, ship response and structural monitoring instrumentation was installed on the four ships of the Atigun Pass-class. These crude carriers are operated in the Trans-Alaska Pipeline Service, or "TAPS" trade, sailing the waters of the North Pacific Ocean and Gulf of Alaska. The structural monitoring systems were designed to measure the effects of subjecting a ship to the typical loads and forces encountered while at sea: hogging, sagging, slamming, hydrostatic pressure, and hull girder springing. Additionally, BP was interested in developing a system that could provide shiphandling guidance to the master or watch officer so that the detrimental effects of prolonged exposure to such loads and forces could be effectively minimized. The paper describes in detail the physical arrangement of the BP Oil Tanker Structural Monitoring System (BPSMS), including the suite of sensors employed to measure ship responses and hull girder stresses. It explains how the response data collected by the sensors is analyzed by the onboard computer located on the ship's bridge and how ship response data are presented back to the deck officers via a family of display monitor screens. These displays provide the officers with a "tool" that can be used to effectively monitor the physical and structural response of their ship to waves, and to quantify, in terms of lowering the wave bending moment and reducing the risk of slamming, the result of an action or actions taken to minimize the risk of incurring structural damage. Onboard ship response and structural monitoring is now an integral part of BP's tanker fleet structural management program. The units have greatly increased the awareness of the ship's officers regarding their role in helping to control the amount of structural damage done to the ships. Data from the units have also helped management make more informed decisions regarding operational requirements placed on the ships.

There is an increasing interest in developing direct calculation methods and procedures for determining extreme wave loads on ship girders (e.g. ISSC, 2000 [1]). Ships experiencing bottom and bow flare slamming have heightened the need for computational tools suitable to accurately predict motion and structural responses. The associated nonlinear impact problem is complicated by the complex free surface and body boundary conditions. This paper examines a “blended” linear–nonlinear method by which extreme loads due to bottom impact and flare slamming can be determined. Using a high-speed container ship as an example, comparisons of motions, shear and bending moments, and pressures are made in head and oblique bow-quartering waves. The time-domain computer program used in the comparison is based upon partially nonlinear models. The program, NSHIPMO, is an blended strip theory method using “impact” stations over the forward part of the ship and partially nonlinear stations over the rest. Body exact hydrostatics and Froude-Krylov excitation are used over the entire hull. The impact theory of Troesch and Kang [2] is employed to estimate the sectional nonlinear impact forces acting upon the specified nonlinear sections, while the linear theory of Salvesen et al. (STF) [3] is used to blend the remainder of the hydrodynamic forces, that is the radiation and diffraction components. Results from the simulation are presented with discussions of accuracy and time of computation. Several issues associated with the blended nonlinear time-domain simulation are presented, including modeling issues related to directional yaw-sway control and a vertical plane dynamic instability in long waves that has not previously been recognized.

Представлена компьютерная реализация алгоритмов, предназначенных для численного моделирования трехмерных выпуклых тел со случайным числом вершин. Построение выпуклых многогранников является классической проблемой вычислительной геометрии. Интерес к таким моделям возникает в целом ряде задач физики, биологии, медицины. В данной работе модели построения выпуклых тел ориентированы на приложения, связанные с решением задач расчета характеристик рассеяния оптического излучения ледяными кристаллами перистых облаков. Алгоритмы построения выпуклых многогранников были положены в основу программы ConvexHull, предназначенной для моделирования кристаллов произвольных выпуклых форм в трехмерном пространстве. В работе описаны алгоритмы построения и результаты визуализации с помощью библиотеки OpenGL. Cirrus clouds consist of ice crystals of various shapes, sizes, and orientations. In the numerical study of the radiation characteristics of cirrus clouds, simplified crystal forms likes regular polyhedra (for example, prisms with hexagonal bases) are often used. To study the optical properties of irregularly shaped ice crystals, a number of authors of the previously constructed models in which, for example, a part of the crystal is cut off by a random plane, or the angle between some crystal faces changes randomly. In this paper, it is proposed to use the convex hull of randomly generated or user-specified points in three-dimensional space as a model for irregularly shaped ice crystals. A method for modeling three-dimensional convex polyhedra with a random arrangement of vertices is presented, which is based on the incremental and the directed edges algorithms. Each face of the modeled convex polyhedron is triangular. By stretching and squeezing, as well as an appropriate choice of the distribution function of random points in space, the resulting polyhedra can simulate the irregular shapes of ice cloud crystals. As a result of the algorithm execution, the number of vertices, their coordinates are saved, and for each face of the polyhedron, the sequence of vertices is ordered to make their vector product corresponds to the right-hand rule and determines the direction of the outer normal. These models of three-dimensional convex bodies of various sizes and irregular shapes are designed to calculate the attenuation coefficients and the scattering phase functions of optical radiation by cloud crystals using the ray tracing method. The paper presents a visualization of crystals modeled according to the given algorithm, and the dependence of the number of vertices and faces of the polyhedron on the number of generated random points. The program code is written in C++ using the OpenGL library.

The ship energy efficiency management is an important topic in the field of the energy management onboard and the exhaust gases emission nowadays. The advanced model plays a vital role to improve the ship energy efficiency management when considering the variable factors. The establishment of the ship energy efficiency model through energy efficiency operational indicator (EEOI) index has been conducted through Monte Carlo simulation method along with using the operation data of a bulk carrier. A bulk carrier is chosen, namely, M/V NSU JUSTICE 250,000 DWT of VINIC Shipping Transportation Company in Vietnam. This research uses the real operational data to perform a statistical methodology which calculates the various factors used to calculate EEOI. This method is supported by Matlab program through the curve fitting tool. The normal distribution estimation and the kernel density estimation method are used for the parametric curve fitting and non-parametric curve fitting, respectively. The average weather condition (wind speed and wave height) and the fouling condition of hull have been investigated and compared with the research results. The validation of the proposed methods has been conducted through the study of the external factors influencing the research results. The research result shows the optimal operational data for the fuel consumption at each certain voyage. This paper is useful for the ship-owners and the ship-operators in the field of the ship energy efficiency management.

Conventionally, the rooms and spaces of a ship are either modeled as volumetric entities, or with the aid of bulkheads and decks. According to our knowledge, no simple representation exists where both entities can be modeled independently, and where automated conversion from one view (volumetric) to the other (planes) is possible. This paper introduces a simple yet effective approach, where a ship designer can mix the use of volumes and planes in any fashion. Furthermore, this modeling method is applied in a novel tool to manage ship subdivision constraints. As quite a few numerical constraints are known a priori, they can be defined in a list and assigned to specific subdivision elements. Examples are bulkhead locations or required tank volumes or deck areas. A constraint management tool is developed that evaluates the ship layout design during the design process. The designer will be able to modify or add constraints, and the tool will support the designer by managing these constraints during the design process. If the hull form changes, all submitted rules will be updated according to the new main particulars. If one of the constraints does not comply, an adjustment or alternative can be chosen at that moment and the impact of this change is directly visible. The designer can also ask the tool to provide a ship layout design that complies best with the constraints entered. When the Constraint Management program is used, a feasible ship compartment design can be made in a quick manner and the designer is kept from making errors. This means that a correct ship layout model is available on which probabilistic damage stability calculations and weight estimations can be performed in an early stage. This method has been implemented in a computer program, so actual design examples are discussed.

The marine elastomeric bearing consists of an elastomer and several reinforcing inserted plates. Unlike land bearings that are to absorb high-frequency vibration during earthquakes, offshore elastomeric bearings are to support topside-module weight while efficiently absorbing wave-induced hull motions. The bearing is to receive three loads: compression, shear, and bending, and providing sufficient stiffness to resist the loads by inserting an adequate number of reinforcing plates is a major design issue for marine bearings. The stiffness of elastomeric bearings is largely influenced by the ratio of height to the area of the bearing and the number of laminated reinforcing plates. In this study, for the given size of the elastomeric bearing, the effect of the number of reinforcing plates on its compression, shear, and bending stiffness is investigated by using ANSYS Mechanical APDL, a commercial structural FE (finite element) analysis program. First, full analysis is done for the compression, shear, and bending stiffness with increasing respective displacements and the number of reinforcing plates from 0 to 8. The numerical results are partly validated by authors’ experimental results. Based on the numerical results, several empirical formulas are suggested for the variation of the three stiffnesses as a function of the number of reinforcing plates. Next, the design of the elastomer bearing for a representative FPSO (Floating Production Storage and Offloading) operated in the North Sea is conducted according to the required load and displacement conditions. Then, the adequate number of reinforcing plates for the case is determined and the results are shown to satisfy all the required safety factors for various required loading conditions.

Using neural networks opens up great opportunities for studying mathematical models of ship motion. Correction by a network of identified parameters of the selected model should be as adequate as possible to the results of standard full-scale tests defined by the IMO Resolution N 137 of 2002. A mathematical model in displacements is considered, containing 16 parameters that determine the hydrodynamic forces acting on the ship's hull and steering gear, and is the source of a data set for training the network by randomly varying the parameters and subsequent computer testing. The standard maneuver is a steady-state circulation with fixation of the maneuvering elements: diameter, linear velocity, drift angle and angular velocity of rotation. Improving the quality of the model has consisted of changing its parameters and minimizing the mean square errors of the values of the maneuvering elements obtained during testing. For these purposes, a neural network with 16 inputs (model parameters) and four outputs (maneuvering elements for steady-state circulation) has been built. The data set for training the network was obtained using a program developed by the authors and intended for calculating parameters and conducting maneuver tests. A tanker with a displacement of 30,000 tons was chosen as a test object. Various options for network architecture and tools for working with it have been considered; the Statistica Neural Nets (SNN) software environment and the ANN package in the SciLab environment have been used. Comparative assessments of the results of working with these tools have been given.

Successful and efficient exchange of product model data has been a major challenge in the shipbuilding industry for the past two decades. The Standard for the Exchange of Product Model Data (STEP) has been developed to enable this capability. Four STEP application protocols (APs) to facilitate the exchange of structural and distributed systems models in shipbuilding were completed in 2003 and were adopted by the International Organization for Standardization (ISO) by mid-2004. In August 2003, ISO 10303–216: Ship Moulded Forms (AP216) became the first shipbuilding STEP AP to be published as an international standard. Participants involved in these efforts represent several major US shipyards, the Navy, and their computer-aided design/ engineering (CAD/CAE) vendors. The thrust of shipbuilding data exchange efforts has now shifted from development to implementation. This paper will report on efforts to develop and use translators for this AP to exchange hull form product data in the ship modeling and simulation arena. In addition, process simulation is becoming common in the design of new ships to validate that the design meets the customer's specifications. Current technology requires that the ship be modeled both in the computer-aided design (CAD) environment and then repeated in the simulation workbench. Not only is this effort inefficient, but it is inherently error prone. Through the National Shipbuilding Research Program (NSRP)-sponsored Integrated Shipbuilding Environment (ISE) projects, we have developed tool sets that use AP227: Plant Spatial Configuration to permit the design to flow smoothly from the CAD workbench to the simulation workbench. This paper summarizes the efforts to develop and use a suite of tools that enables US shipyards to become more productive. It details the specific successes in using AP216 and AP227 for modeling and simulation, as well as efforts to exchange design data electronically between CAD systems. The report also outlines efforts that are underway to use other APs to successfully exchange data describing ship electrical; heating, ventilation, and air-conditioning (HVAC); and controls systems.

Passenger ships serve several areas in Indonesia, one of which is KMP (Kapal Motor Penumpang) Dharma Rucitra 3. In 2020 this ship had an accident and almost sank, then causing the main engine to submerge. With this problem, it is necessary to repower with the engine provided by the company, by replacing the old engine with a new engine. The new engine namely Yanmar 6N21A SV with a power of 1200 HP at 850 RPM. Initially the ship's speed was 12 knots with the data of Makita GNLH 630M engine with a power of 1300 HP at 375 RPM with a B4-50 propeller. To achieve the desired speed, it is necessary to have an optimal propeller to improve engine performance. In this research, an algorithm has been specially developed to find the optimum propeller design of B-series propellers for KMP Dharma Rucitra 3 by defining the overall parameters of a propeller like diameter, pitch-ratio, blade area ratio and the number of blades. The optimum propeller design is performed as multi-objective function to constraints imposed by propeller parameters. The computer program has been developed to select the optimum propeller by considering the boundary condition of system, hull-propeller interactions, and engine-propeller matching (EPM). This research also carried out open water and self-propulsion simulations using computational fluid dynamics (CFD). Then it can be concluded that the development of an algorithm to optimize the selection of propellers on KMP Dharma Rucitra 3 obtained propellers with B4-49.6 type with a diameter of 1,995 m so that it can reach a speed of 14,2 knots at 85% maximum continuous rating of engine power.

В статье описана математическая модель проектирования барже-буксирного комплекса с учётом особенности эксплуатации в условиях Республики Союз Мьянма. В статье исследуются особенности ББК как объекта оптимизации, описана математическая модель ББК, отображается его как сложную техническую систему. В рамках модели приведены математические зависимости и алгоритмы для определения элементов теоретического чертежа, мощности главных двигателей, для решения некоторых вопросов общего расположения с учетом расстояния главных водонепроницаемых переборок корпуса, для расчета нагрузки и устойчивости. Метод комплексной оценки эффективности применения барже-буксирного комплекса на стадии технико-экономического обоснования проекта в условиях развивающихся стран, в частности в условиях Республики Союз Мьянмы. В результате работы были полностью определены параметры основных типов барже-буксировочных комплексов для перспективной системы внутреннего водного транспорта Республики Союза Мьянма. На базе методов случайного поиска создан алгоритм оптимизации элементов ББК, решающий задачу математического программирования с процедурным характером функции критерия и функциональных ограничений. Математическая модель и алгоритм оптимизации реализованы в виде программы для обеспечения компьютерного эксперимента. Программа, реализующая математическую модель проектирования ББК, состоит из отдельных программных модулей, что облегчает ее совершенствование в анализе результатов решения задачи. Создан программный комплекс с использованием языка программирования Паскаль в среде Delphi для обеспечения автоматизирования проектирования. Указанные программы могут быть использованы в исследовательском проектировании на начальных стадиях проектирования. The article describes a mathematical models for designing a barge-towing complex, taking into account the peculiarities of operation in the conditions of the Republic of the Union of Myanmar. The article examines the features of the BBK as an object of optimization, describes the mathematical model of the BBK, displays it as a complex technical system. Within the framework of the model, mathematical dependencies and algorithms are given for determining the elements of the theoretical drawing, the power of the main engines, for solving some issues of the general location, taking into account the distance of the main watertight bulkheads of the hull, for calculating the load and stability. The method of comprehensive assessment of the effectiveness of the use of the barge-tow complex at the stage of the feasibility study of the project in the conditions of developing countries, in particular in the conditions of the Republic of the Union of Myanmar. As a result of the work, the parameters of the main types of barge-towing complexes for the prospective inland water transport system of the Republic of the Union of Myanmar were fully determined. On the basis of random search methods, an algorithm for optimizing the BBK elements is created, which solves the problem of mathematical programming with the procedural nature of the criterion function and functional constraints. The mathematical model and the optimization algorithm are implemented as a program to provide a computer experiment. The program that implements the mathematical model of the design of the BBK consists of separate program modules, which facilitates its improvement in the analysis of the results of solving the problem. A software package was created using the Pascal programming language in the Delphi environment to provide design automation. These programs can be used in research design at the initial stages of design.

A computer-aided method of defining and machining 2-metre ship hull forms for hydrodynamic testing is described. The hull shape is faired from the original table of off-sets using a minimum number of smooth three-dimensional parametric skeletal-lines along the length of the boat. A fine set of smoothly blending station-lines is therby formed. The hull shape is preformed in two halves through a lamination process and machined on a three-axis numerically controlled machining (CNC) centre. A carbide-tipped, end-milling cutter is directed along the closely spaced station-lines to rapidly form an accurate hull shape requiring a minimum of hand work. The fairing and machining programs, called G-surf, run on a personal computer and are used to transmit the data and control the CNC machine in real time. The resulting hull shape is symmetrical and far more accurate than manually lofted and preshaped models.

The objective of the present paper is to evaluate the ultimate limit state (ULS) performance of 170k bulk carrier structures designed by the IACS common structural rules (CSR) method, compared with the similar-class/type bulk carrier structure designed by the IACS pre-CSR method. The ultimate strengths of stiffened plate structures in deck, side, and bottom parts, and hull girders against vertical bending moment, are computed for the two designs, and the resulting computations are compared. ALPS/ULSAP program is used for the ultimate limit state assessment of stiffened plate structures, and ALPS/HULL program is employed for the progressive hull collapse analysis. The insights and developments obtained from the present study are documented.

В настоящей статье рассматривается развитие параметрического метода проектирования малых судов, основанного на комбинированном анализе главных размерений, объемов и площадей, нагрузки масс, пропульсивных качеств, мореходности и строительной стоимости судна. В отличие от других методик, использованы уточненные методы оценки потребной мощности на основе систематических серий и регрессионных методов. Рассмотрен уточненный метод анализа массы конструкции на основе статистических данных по проектам однокорпусных судов и катамаранов из алюминиевых сплавов и композиционных материалов. Обоснована связь размерений малых рекреационных судов с их обитаемостью и пассажировместимостью. Компоновка судов рассматривается в контексте ограничений, накладываемых малым размеров судов, а также требованиями к обитаемости и безопасности. Затронуты вопросы необходимости включения уравнений остойчивости, непотопляемости и прочности в параметрическую модель. Предложен алгоритм параметрического метода и Разработана программа ParametricDesign, предназначенная для оценки характеристик судов на ранних стадиях проектирования. Представлены результаты применения параметрического подхода для решения задач практического проектирования для различных малых судов. The article discusses the development of a parametric method for designing small vessels based on a combined analysis of the main dimensions, volumes and areas, mass loading, propulsive parameters, seakeeping ability, and construction cost of the vessel. Unlike other methods, an improved method of estimating the required power based on systematic series and regression methods is used in this paper. It involves an analysis of the vessel’s mass based on statistical data on the construction of single-hull vessels and catamarans made of aluminum alloys and composite materials. The relationship between the dimensions of small recreational vessels and their habitability and passenger capacity is substantiated. The layout of ships is considered in the context of the limitations imposed by their small size, as well as the requirements for habitability and safety. The issues of the need to include the equations of stability, unsinkability, and strength in the parametric model are discussed. An algorithm of the parametric method is proposed and a computer program “ParametricDesign” is developed to evaluate the characteristics of ships at the early stages of their design. The results of applying a parametric approach to solving practical design problems for various small vessels are reported.

This study aims to determine efforts to improve children's services at the Library Service of Hulu Sungai Utara in 2023. The research method is a qualitative descriptive approach. Data collection techniques used literature studies and interviews with the head and librarian of the North Hulu Sungai District Library Service. The results of the study show that in an effort to improve children's services in 2023, the Library Service of Hulu Sungai Utara Regency has made a lot of improvements in the availability of various elements of children's services, namely in terms of collections, facilities,<br />and types of children's services that are compatible with child's needs and age. Efforts to improve it by providing computers to browse catalog data, computers for visitors, locker rooms, lobby rooms, reading corners as well as new games such as swings, ball baths, and others. Librarians/service staff at the Library Service of Hulu Sungai Utara District do not yet have children's librarians, namely librarians specifically for children's services. Efforts made are holding special programs as well as promotions directly and indirectly.

This study aims to determine the implementation of village development in the village of Redang, West Rengat District, Indragiri Hulu Regency, which has been carried out in accordance with a predetermined village program, type and source of data; primary data and secondary data; The sample in this study was 123 key informants , 5 people (Village Head, Village Secretary, BPD Chairperson, and 2 community leaders; Data collection techniques: Observations, Questionnaires, Interviews. To analyze the data in this study, the researcher used a qualitative descriptive approach. .Results of research analysis that the implementation of development in the village of Redang, West Rengat District, Indragiri Hulu Regency has not been in accordance with what was expected by the community , development also still needs to be followed up and improved from several programs and developments that have not been realized.

Consumer satisfaction is very important to note because it will have an impact on sales results achieved by the organization, where customer satisfaction at CV. Prima Jaya Pharmacy, Rengat Barat District, Indragiri Hulu Regency has experienced a decline which can be seen from the product sales table, so this will have an impact on consumer satisfaction. This study aims to analyze the influence of product quality, price and partial promotion variables on customer satisfaction at CV. Prima Jaya Pharmacy, Rengat Barat District, Indragiri Hulu Regency for 6 months. The data collection method used is the census method, namely giving questionnaires to consumers according to the research conducted. Data were analyzed using the Quantitative Method which used the path analysis formula using the SPSS Statistics 21 computer program. From the results of hypothesis testing, it can be seen that product quality partially has a significant effect on customer satisfaction at CV. Prima Jaya Pharmacy, Rengat Barat District, Indragiri Hulu Regency. Price partially has no significant effect on customer satisfaction at CV. Prima Jaya Pharmacy, Rengat Barat District, Indragiri Hulu Regency. Promotion partially has a significant effect on customer satisfaction at CV. Prima Jaya Pharmacy, Rengat Barat District, Indragiri Hulu Regency

The paper describes a finite element investigation into the buckling, under uniform external pressure, of four submarine pressure hulls. Two of these hulls were traditional ring-stiffened types, but two of these hulls were in the form of corrugated circular cylinders. The latter design was based on an invention by the present author. The investigation found that the new design was structurally efficient and in the case of the smaller vessel, it was found to be structurally more efficient than the conventional design. Another investigation, based on axisymmetric plastic buckling, was conducted on the two corrugated vessels, to determine if they were prone to collapse through the bellows' mode of failure. This investigation was carried out because former critics of this work stated that the corrugated circular cylinders would fail by the bellows' mode of failure. Neither of the two corrugated pressure hulls was found to fail through the bellows' mode of failure, thereby completely vindicating the present author. The author, however, concludes that the bellows' mode of failure can occur if the cone angles were too large. Two of the finite element theories were based on the author's work, but the giant computer package ANSYS was also used to study non-symmetric bifurcation buckling. This work was carried out to vindicate the author's in-house computer programs, which were simpler to use than ANSYS.

Tujuan yang ingin dicapai dalam kegiatan pengabdian kepada masyarakat ini ialah, agar masyarakat peserta dapat: 1). Memiliki pengetahuan tentang bagaimana cara perakitan dasar komputer, 2). Memiliki pengetahuan tentang bagaimana melakukan installasi sistem operasi windows dan beserta program-program aplikasinya, 3). Memiliki pengetahuan tentang cara memperbaiki / trobleshooting pada komputer hardware maupun software. Pengabdian masyarakat ini dilakukan berdasarkan pengamatan kami, bahwa di Desa Pandau Jaya Kecamatan Siak Hulu 80% masyarakatnya tidak mempunyai pengetahuan mengenai perakitan dan maintenance pada komputer PC (Personal Computer) maupun laptop. Dengan berkembangnya teknologi khususnya komputer yang semakin luas, sehingga memberi peluang kerja dibidang komputer juga akan semakin terbuka luas. Untuk itu kompetensi tentang cara perakitan dan perbaikan hardware maupun software komputer pada masyarakat khususnya masyarakat di Desa Pandau Jaya sangat diperlukan agar mereka nantinya dapat mengatasi sendiri permasalahan pada perangakat komputer. Tingkat ketercapaian dari kegiatan Pengabdian Kepada Masyarakat yang telah dilakukan di desa Pandau Jaya adalah: 1) warga masyarakat khususnya remaja di desa pandau jaya kecamatan Siak Hulu memiliki pengetahuan dan keterampilan tentang perakitan dasar pada komputer. 2)Memiliki pengetahuan dan keterampilan mengenai cara melakukan perbaikan pada komputer. 3) Dapat mengatasi gangguan jika terjadi permasalahan sederhana yang timbul sewaktu-waktu. 4) Memiliki pengetahuan dan keterampilan mengenai cara melakukan installasi sistem operasi windows beserta program-program apliaksi.

Otters dive among the gently swaying ocean kelp, lasers leap, robots rock, children interact at the giant “computer” taped on the gymnasium floor. Architecture students build a domed arch with their bodies, measure the structure and convert the measurement to scale. Geneticists extricate an antigen from a hula hoop to create a vaccine for their Ebola virus. Welcome to “Bodies and Brains in Motion”! Students exercise their bodies and brains in the physical education curriculum at the Center for Creative Learning, which houses the gifted program for the Rockwood School District in St. Louis, MO.

Nowadays, steel ship construction in Indonesia is dominated by the hull block construction method. This method can reduce man-hours as the ship is manufactured by a division of the hull into several sections/blocks; here, it can be worked in parallel. Once work is finished on these blocks and then proceeding to the main hull for assembling, the lifting operation is performed on the blocks during this erecting process. Lifting of ship blocks must be planned safely to avoid damage. One of the items that must be considered is the position of the padeye. The placement or installation of the padeye in the block during the lifting operation plays a vital role in the deformation and working stress of the block structure. Consequences if this is not observed, which van cause misalignment in the welding join path on ship bloks due to excessive plastic deformation and stress. Therefore, this study aims to simulate the placement of a padeye that results in minimum deformation and structural stress. The method used in this research is the stiffness method applied in computer programs. In this studied, it had been recorded that the structure on the ship blok is deformed and stressed at each padeye position. Based on the simulation from 23 positions of the padeye, the optimal position of the pad eye is at position 10 in simulation 2 with deformation of x, y, and z coordinates which are 7 mm, 2 mm, and 7 mm, respectively. Generrally, In this case shown the deck girder and longitudinal beam structure is dominantly subjected to high deformation and stress in several position. Keyword: Padeye, Ship Block, Lifting, Deformation, Stress.

This research aims to understand the implementation of the Indonesia Pintar Program (PIP) at MTsN 3 HSU Kecamatan Babirik Kabupaten Hulu Sungai Utara. The study uses a qualitative approach with a descriptive-qualitative type. Data collection techniques include observation, interviews, and documentation. Based on the discussion and research conducted by the author at Madrasah Tsanawiyah Negeri (MTsN) 3 HSU Kecamatan Babirik Kabupaten Hulu Sungai Utara, the following conclusions can be drawn: Communication Aspect: Transmission Indicator: Not yet effective, as some parents of students do not fully understand the Indonesia Pintar Program. Clarity Indicator: Not yet good. Consistency Indicator: Good. Resource Aspect: Human Resources (Staff) Indicator: Inadequate, due to a lack of expert staff responsible for implementing the Indonesia Pintar Program. Information Indicator: Not yet optimal. Authority Indicator: Good. Facilities Indicator: Adequate, with available laptops and computers. Disposition Aspect: Attitude Indicator: Good, with implementers performing their duties well according to the applicable technical guidelines. Bureaucratic Structure Aspect: Standard Operating Procedures (SOP) Indicator: Present and well-implemented, including socialization, data collection, proposing students as recipients of the Indonesia Pintar Program funds, and the disbursement process. Fragmentation/Responsibility Distribution Indicator: Good, with policy implementers performing their tasks according to their respective duties. Keywords: Implementation; Smart Indonesia Program ABSTRAK Penelitian ini bertujuan untuk mengetahui gambaran dalam Implementasi Program Indonesia Pintar (PIP) Di MTSN 3 HSU Kecamatan Babirik Kabupaten Hulu Sungai Utara. Penelitian ini menggunakan pendekatan kualitatif dengan tipe deskriptif- kualitatif. Teknik pengumpulan data menggunakan Observasi, Wawancara, dan Dokumentasi. Berdasarkan hasil pembahasan dan penelitian penulis di Madrasah Tsanawiyah Negeri (MTsN) 3 HSU Kecamatan Babirik Kabupaten Hulu Sungai Utara, maka dapat disimpulkan sebagai berikut :Implementasi Program Indonesia Pintar (PIP) di MTsN 3 HSU Kecamatan Babirik Kabupaten Hulu Sungai Utara masih belum optimal dilihat dari : Pertama, pada aspek komunikasi diketahui pada indikator transmisi belum efektif karena masih ada sebagian orang tua siswa/i yang belum memahami sepenuhnya tentang Program Indonesia Pintar. Berikutnya pada indikator kejelasan belum baik . Kemudian pada indikator konsistensi sudah baik . Kedua, pada aspek sumber daya diketahui pada indikator sumber daya manusia (staf) masih belum memadai karena masih kurangnya staf ahli yang bertugas dalam pelaksanaan Program Indonesia Pintar (PIP). Berikutnya pada indikator informasi juga belum optimal. Kemudian pada indikator wewenang sudah baik. Selanjutnya pada indikator fasilitas yang tersedia sudah memadai seperti tersedianya laptop dan komputer. Ketiga, pada aspek disposisi diketahui pada indikator sikap para pelaksana sudah baik dalam menjalankan tugasnya dalam implementasi Program Indonesia Pintar dan telah mengacu pada petunjuk teknis yang berlaku. Keempat, pada aspek struktur birokrasi diketahui pada indikator Standar Operasional Prosedur (SOP) sudah ada dan sudah dijalankan dengan baik mulai dari melakukan sosialisasi, mendata dan mengusulkan siswa/i calon penerima dana Program Indonesia Pintar, dan melakukan proses pencairan dana hingga sampai kepada penerima dana. Berikutnya pada indikator fragmentasi/penyebaran tanggungjawab sudah baik karena pelaksana kebijakan sudah menjalankan tugasnya sesuai dengan tugasnya masing-masing

Abstract - Hulu Sungai Utara Regency is one of the regencies in South Kalimantan which has potential in tourism sector because it has a large number of tourism objects. In fact, this potential has not been able to significantly increase the region original revenue of tourism sector in a significant number. This study aims to determine the influences of population, hotel occupancy rates, and number of tourists to the region original revenue (PAD) of tourism sector in Hulu Sungai Utara Regency. This study use the types and the data sources of quantitative approach in analyzing the influence of Population Number (X1), Hotel Occupancy Rate (X2) and Number of Tourists (X3) to the Region Original Revenue of Tourism Sector in Hulu Sungai Utara Regency in 2008-2018. The method of data analysis using the Ordinary Least Squares method ( OLS). The analysis of this model uses the computer program tools of Eviews 9. The conclusion of this study shows that the population and hotel occupancy rates influence the region original revenue of tourism sector in Hulu Sungai Utara Regency. In contrary, the number of tourists does not affect the region original revenue of tourism sector in Hulu Sungai Utara Regency. The low number of tourists visiting the Sungai Hulu Utara Regency is caused by the role of the government is not optimal in managing tourism objects. Related to this study, it is recommended that the Regional Government of Sungai Hulu Utara Regency can increase tourism promotion and make improvements to various tourist objects facilities. In addition, it is also recommended that the souvenir shops should be built to increase region original revenue of tourism in Sungai Hulu Utara Regency. Keywords: Population, Hotel Occupancy Rate, Number of Tourits, Region Regional Revenue of Tourism Sector

Latar Belakang: Kurang dari 30% ibu di Indonesia yang berminat mengikuti Program Keluarga Berencana (KB) setelah melahirkan. Sedangkan BKKBN berharap pada tahun 2022, 70% calon ibu mengikuti Program KB Pasca Persalinan. Desa Sungai Durait Hulu merupakan desa dengan capaian KB Pasca Salin terendah dari 23 desa di Kecamatan Babirik. Tujuan: Mengetahui penggunaan KB Pasca Salin di Desa Sungai Durait Hulu Tahun 2022. Metode: Penelitian deskriptif kuantitatif dengan dengan pendekatan pendekatan Analisis Data Sekunder (ADS). Sampel adalah ibu nifas atau postpartum yang ada di desa Sungai Durait Hulu dari bulan Januari sampai bulan Desember tahun 2022 sebanyak 12 orang, diambil dengan teknik total sampling. Pengambilan data menggunakan data sekunder. Data dianalisis menggunakan analisis univariat. Hasil: Usia yang paling banyak adalah usia 20-35 tahun sebanyak 10 orang (83,3%) dan paritas yang paling banyak adalah multipara sebanyak 9 orang (75%). Jenis KB Pasca Salin yang digunakan paling banyak adalah suntik sebanyak 8 orang (66,7%). Penggunaan KB Pasca Salin yang paling banyak adalah menggunakan KB Pasca Salin ≤ 42 hari postpartum sebanyak 7 orang (58,3%). Simpulan: Karakteristik pengguna KB Pasca Salin di Desa Sungai Durait Hulu paling banyak berusia 20-35 tahun dengan jumlah paritas terbanyak adalah multipara, jenis KB Pasca Salin yang paling banyak diminati adalah jenis KB suntik progestin, dan penggunaan KB Pasca Salin digunakan lebih banyak pada masa nifas ≤ 42 hari postpartum.

Constant demand for new naval and commercial vessels has created special conditions for the Government-owned Soviet shipbuilding industry, which practically has not been affected by the world shipbuilding crisis. On the other hand, such chronic diseases of the centralized economy as lack of incentive, material shortage and poor workmanship cause specific problems for ship construction. Being technically and financially unable to rapidly improve the overall technology level and performance of the entire industry, the Soviets concentrate their efforts on certain important areas and have achieved significant results, especially in welding and cutting titanium and aluminum alloys, modular production methods, standardization, etc. All productivity improvement efforts are supported by an army of highly educated engineers and scientists at shipyards, in multiple scientific, research and design institutions. Discussion Edwin J. Petersen, Todd Pacific Shipyards Three years ago I addressed the Ship Production Symposium as chairman of the Ship Production Committee and outlined some major factors which had contributed to the U.S. shipbuilding industry's remarkable achievements in building and maintaining the world's largest naval and merchant fleets during the five-year period starting just before World War II. The factors were as follows:There was a national commitment to get the job done. The shipbuilding industry was recognized as a needed national resource. There was a dependable workload. Standardization was extensively and effectively utilized. Shipbuilding work was effectively organized. Although these lessons appear to have been lost by our Government since World War II, the paper indicates that the Soviet Union has picked up these principles and has applied them very well to its current shipbuilding program. The paper also gives testimony to the observation that the Soviet Government recognizes the strategic and economic importance of a strong merchant fleet as well as a powerful naval fleet. In reviewing the paper, I found great similarity between the Soviet shipbuilding productivity improvement efforts and our own efforts or goals under the National Shipbuilding Research Program in the following areas:welding technology, flexible automation (robotics), application of group technology, standardization, facilities development, and education and training. In some areas, the Soviet Union appears to be well ahead of the United States in improving the shipbuilding process. Most noteworthy among these is the stable long-and medium-range planning that is possible by virtue of the use and adherence to the "Table of Vessel Classes." It will be obvious to most who hear and read these comments what a vast and significant improvement in shipbuilding costs and schedules could be achieved with a relatively dependable 15year master ship procurement plan for the U.S. naval and merchant fleets. Another area where the Soviet Union appears to lead the United States is in the integration of ship component suppliers into the shipbuilding process. This has been recognized as a vital step by the National Shipbuilding Research Program, but so far we have not made significant progress. A necessary prerequisite for this "supplier integration" is extensive standardization of ship components, yet another area in which the Soviets have achieved significantly greater progress than we have. Additional areas of Soviet advantage are the presence of a multilevel research and development infrastructure well supported by highly educated scientists, engineering and technical personnel; and better integration of formally educated engineering and technical personnel into the ship production process. In his conclusion, the author lists a number of problems facing the Soviet economy that adversely affect shipbuilding productivity. Perhaps behind this listing we can delve out some potential U.S. shipbuilding advantages. First, production systems in U.S. shipyards (with the possible exception of naval shipyards) are probably more flexible and adjustable to meet new circumstances as a consequence of not being constrained by a burdensome centralized bureaucracy, as is the case with Soviet shipyards. Next, such initiatives as the Ship Production Committee's "Human Resources Innovation" projects stand a better chance of achieving product-oriented "production team" relationship among labor, management, and technical personnel than the more rigid Soviet system, especially in view of the ability of U.S. shipyard management to offer meaningful financial incentives without the kind of bureaucratic constraints imposed in the Soviet system. Finally, the current U.S. Navy/shipbuilding industry cooperative effort to develop a common engineering database should lead to a highly integrated and disciplined ship design, construction, operation, and maintenance system for naval ships (and subsequently for commercial ships) that will ultimately restore the U.S. shipbuilding process to a leadership position in the world marketplace (additional references [16] and [17]).On that tentatively positive note, it seems fitting to close this discussion with a question: Is the author aware of any similar Soviet effort to develop an integrated computer-aided design, production and logistics support system? The author is to be congratulated on an excellent, comprehensive insight into the Soviet shipbuilding process and productivity improvement efforts that should give us all adequate cause not to be complacent in our own efforts. Peter M. Palermo, Naval Sea Systems Command The author presents an interesting paper that unfortunately leaves this reader with a number of unanswered questions. The paper is a paradox. It depicts a system consisting of a highly educated work force, advanced fabrication processes including the use of standardized hull modules, sophisticated materials and welding processes, and yet in the author's words they suffer from "low productivity, poor product quality, . . . and the rigid production systems which resists the introduction of new ideas." Is it possible that incentive, motivation, and morale play an equally significant role in achieving quality and producibility advances? Can the author discuss underlying reasons for quality problems in particular—or can we assume that the learning curves of Figs. 5 and Fig. 6 are representative of quality improvement curves? It has been my general impression that quality will improve with application of high-tech fabrication procedures, enclosed fabrication ways, availability of highly educated welding engineers on the building ways, and that productivity would improve with the implementation of modular or zone outfitting techniques coupled with the quality improvements. Can the author give his impressions of the impact of these innovations in the U.S. shipbuilding industry vis-a-vis the Soviet industry? Many of the welding processes cited in the paper are also familiar to the free world, with certain notable exceptions concerning application in Navy shipbuilding. For example, (1) electroslag welding is generally confined to single-pass welding of heavy plates; application to thinner plates—l1/4 in. and less when certified—would permit its use in more applications than heretofore. (2) Electron beam welding is generally restricted to high-technology machinery parts; vacuum chamber size restricts its use for larger components (thus it must be assumed that the Soviets have solved the vacuum chamber problem or have much larger chambers). (3) Likewise, laser welding has had limited use in U.S. shipbuilding. An interesting theme that runs throughout the paper, but is not explicitly addressed, is the quality of Soviet ship fitting. The use of high-tech welding processes and the mention of "remote controlled tooling for welding and X-ray testing the butt, and for following painting" imply significant ship fitting capabilities for fitting and positioning. This is particularly true if modules are built in one facility, outfitted and assembled elsewhere depending on the type of ship required. Any comments concerning Soviet ship fitting capabilities would be appreciated. The discussion on modular construction seems to indicate that the Soviets have a "standard hull module" that is used for different types of vessels, and if the use of these hull modules permit increasing hull length without changes to the fore and aft ends, it can be assumed that they are based on a standard structural design. That being the case, the midship structure will be overdesigned for many applications and optimally designed for very few. Recognizing that the initial additional cost for such a piece of hull structure is relatively minimal, it cannot be forgotten that the lifecycle costs for transporting unnecessary hull weight around can have significant fuel cost impacts. If I perceived the modular construction approach correctly, then I am truly intrigued concerning the methods for handling the distributive systems. In particular, during conversion when the ship is lengthened, how are the electrical, fluid, communications, and other distributive systems broken down, reassembled and tested? "Quick connect couplings" for these type systems at the module breaks is one particular area where economies can be achieved when zone construction methods become the order of the day in U.S. Navy ships. The author's comments in this regard would be most welcome. The design process as presented is somewhat different than U.S. Navy practice. In U.S. practice, Preliminary and Contract design are developed by the Navy. Detail design, the development of the working drawings, is conducted by the lead shipbuilder. While the detail design drawings can be used by follow shipbuilders, flexibility is permitted to facilitate unique shipbuilding or outfitting procedures. Even the contract drawings supplied by the Navy can be modified— upon Navy approval—to permit application of unique shipbuilder capabilities. The large number of college-trained personnel entering the Soviet shipbuilding and allied fields annually is mind-boggling. According to the author's estimation, a minimum of about 6500 college graduates—5000 of which have M.S. degrees—enter these fields each year. It would be most interesting to see a breakdown of these figures—in particular, how many naval architects and welding engineers are included in these figures? These are disciplines with relatively few personnel entering the Navy design and shipbuilding field today. For example, in 1985 in all U.S. colleges and universities, there were only 928 graduates (B.S., M.S. and Ph.D.) in marine, naval architecture and ocean engineering and only 1872 graduates in materials and metallurgy. The number of these graduates that entered the U.S. shipbuilding field is unknown. Again, the author is to be congratulated for providing a very thought-provoking paper. Frank J. Long, Win/Win Strategies This paper serves not only as a chronicle of some of the productivity improvement efforts in Soviet shipbuilding but also as an important reminder of the fruits of those efforts. While most Americans have an appreciation of the strengths of the Russian Navy, this paper serves to bring into clearer focus the Russians' entire maritime might in its naval, commercial, and fishing fleets. Indeed, no other nation on earth has a greater maritime capability. It is generally acknowledged that the Soviet Navy is the largest in the world. When considering the fact that the commercial and fishing fleets are, in many military respects, arms of the naval fleet, we can more fully appreciate how awesome Soviet maritime power truly is. The expansion of its maritime capabilities is simply another but highly significant aspect of Soviet worldwide ambitions. The development and updating of "Setka Typov Su dov" (Table of Vessel Classes), which the author describes is a classic example of the Soviet planning process. As the author states, "A mighty fishing and commercial fleet was built in accordance with a 'Setka' which was originally developed in the 1960's. And an even more impressive example is the rapid expansion of the Soviet Navy." In my opinion it is not mere coincidence that the Russians embarked on this course in the 1960's. That was the beginning of the coldest of cold war periods—Francis Gary Power's U-2 plane was downed by the Russians on May 1, 1960; the mid-May 1960 Four Power Geneva Summit was a bust; the Berlin Wall was erected in 1961 and, in 1962, we had the Cuban Missile Crisis. The United States maritime embargo capability in that crisis undoubtedly influenced the Soviet's planning process. It is a natural and normal function of a state-controlled economy with its state-controlled industries to act to bring about the controlled productivity improvement developments in exactly the key areas discussed in the author's paper. As the author states, "All innovations at Soviet shipyards have originated at two main sources:domestic development andadaptation of new ideas introduced by leading foreign yards, or most likely a combination of both. Soviet shipbuilders are very fast learners; moreover, their own experience is quite substantial." The Ship Production Committee of SNAME has organized its panels to conduct research in many of these same areas for productivity improvement purposes. For example, addressing the areas of technology and equipment are Panels SP-1 and 3, Shipbuilding Facilities and Environmental Effects, and Panel SP-7, Shipbuilding Welding. Shipbuilding methods are the province of SP-2; outfitting and production aids and engineering and scientific support are the province of SP-4, Design Production Integration. As I read through the descriptions of the processes that led to the productivity improvements, I was hoping to learn more about the organizational structure of Soviet shipyards, the managerial hierarchy and how work is organized by function or by craft in the shipyard. (I would assume that for all intents and purposes, all Russian yards are organized in the same way.) American shipyard management is wedded to the notion that American shipbuilding suffers immeasurably from a productivity standpoint because of limitations on management's ability to assign workers across craft lines. It is unlikely that this limitation exists in Soviet shipyards. If it does not, how is the unfettered right of assignment optimized? What are the tangible, measurable results? I believe it would have been helpful, also, for the author to have dedicated some of the paper to one of the most important factors in improvement in the labor-intensive shipbuilding industry—the shipyard worker. There are several references to worker problems—absenteeism, labor shortage, poor workmanship, and labor discipline. The reader is left with the impression that the Russians believe that either those are unsolvable problems or have a priority ranking significantly inferior to the organizational, technical, and design efforts discussed. As a case in point, the author devotes a complete section to engineering education and professional training but makes no mention of education or training programs for blue-collar workers. It would seem that a paper on productivity improvement efforts in Soviet shipbuilding would address this most important element. My guess is that the Russians have considerable such efforts underway and it would be beneficial for us to learn of them.

The paper presents a complex method for the calculation of pitch and heave of a fast displacement catamaran. It incorporates speed factors, interference of catamaran hulls, stabilization factors and possibility to apply different stabilization cases including a stabilizer activation possibility. In the method the possibility to evaluate catamaran motions in irregular waves is also included. On the base of the presented method the computer program is developed and applied to calculate seakeeping characteristics of a catamaran stabilized with a fore passive wing. The results of calculation are in good compatibility with the experimental model tests of this catamaran in irregular waves. The calculation method could be effectively applied in the design stage of fast displacement catamarans or of fin stabilizers determining their effectiveness.

We consider space-bounded computations on a random-access machine, where the input is given on a read-only random-access medium, the output is to be produced to a write-only sequential-access medium, and the available workspace allows random reads and writes but is of limited capacity. The length of the input is N elements, the length of the output is limited by the computation, and the capacity of the workspace is O ( S ) bits for some predetermined parameter S ≥ lg N . We present a state-of-the-art priority queue—called an adjustable navigation pile —for this restricted model. This priority queue supports M inimum in O (1) time, C onstruct in O ( N ) time, and E xtract - min in O ( N / S + lg S ) time for any S ≥ lg N . The priority queue can be further augmented in O ( N ) time to deal with a batch of at most S elements in a specified range of values at a time, and allow to I nsert (activate) or E xtract (deactivate) an element among these elements, such that I nsert and E xtract take O ( N / S + lg S ) time for any S ≥ lg N . We show how to use our data structure to sort N elements and to compute the convex hull of N points in the Euclidean plane in O ( N 2 / S + N lg S ) time for any S ≥ lg N . Following a known lower bound for the space-time product of any branching program for finding unique elements, both our sorting and convex-hull algorithms are optimal. The adjustable navigation pile has turned out to be useful when designing other space-efficient algorithms, and we expect that it will find its way to yet other applications.

The development of computational techniques and computer hardware has an impact the analysis of short-term (fast-changing) processes, such as the impact of a non-contact underwater explosion pressure waves. A theory of underwater explosions, gas bubble formation and pressure waves are presented. The course of the pressure wave in time, and its propagation in the acoustic medium are presented. The study presents empirical descriptions of non-contact pressure explosion waves. We propose to use them in simulations of ship hull strength and other objects immersed in liquids that are exposed to the effects of non-contact trinitrotoluene (TNT)-charge explosions. Pressure distributions and their time courses given by authors such as R.H. Cole, J.S. Nawagin, W. Stiepanow, T.E. Farley and H.G. Snay, T.L. Geers and K.S. Hunter are compared. A method of pressure wave modeling using acoustic media implemented in Computer Aided Engineering (CAE) programs is presented. The results of the values and the time course of the pressure acting on the underwater object are given. The influence of FEM (Finite Element Method) mesh density on the obtained results is examined and presented. The aim of the article is to expand our knowledge of underwater explosions, compare mathematical descriptions of the pressure waves developed by different authors and show the differences between them. In addition, we present the distinction between contact and non-contact explosions and analyze how changes in the mesh density of acoustic elements affects the reflection of the incident wave caused by an underwater explosion.