simulation-based optimization of the sea trial on ships

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Simulation-Based Optimization of the Sea Trial on Ships

Yusuf GENÇ1, Murat ÖZKÖK2

1Ordu University, Fatsa Vocational Higher School, Turkey2Karadeniz Technical University, Surmene Faculty of Marine Sciences, [email protected]; ORCIDID:https://orcid.org/0000-0002-4903-5015

[email protected]; ORCIDID:https://orcid.org/0000-0002-1782-8694CorrespondingAuthor:YusufGENÇ

ABSTRACT

Aswellknown,shipswhichhavecomplexproductionprocessesaresubjecttovarioustestsmadeoneverystageinmanyfieldsfromthebeginningtotheendoftheproduction.Afterthetestsarecompletedsuccessfully,theshipisdeliveredtotheship-owner.“Seatrial”beingthelaststageofthesetests,isexaminedindetailinthisstudy.Thepurposeofthisstudyistoplanthetestsperformedintheseatrialbythemeansofcomputerprogramsandtosuggestshortercompletionperiodforthetests.Thus,reducingthetotalcostofthecruising.Moreover,shorteningthedurationofthecruisewillbeafactorthatcanspeedupthedeliveryoftheship.Forthispurpose,thetestsandprocessesperformedduringtheseatrialarelisted.Acruiseprocessflowdiagramincludingallthetestsappliedundernormalconditionswascreated,andthedatawereenteredintotheSIMIOsimulationprogram.Asaresult,itwasdeterminedthatthetotalcruisingtimewas28,0989hours.Afterthat,anewflowdiagramwascreatedbymakingsomeimprovementsinthecurrenttestingprocess,andanewsimulationmodelwasbuiltup.Inthenewsimulationmodel,totaltimespenttocompletethetestswere25,3567hours,sothetestingtimewasshortenedby2.75(9,76%)hours.

Keywords

SeaTrial,Shipbuilding,SIMIO,Simulation,Optimization.

1. IntroductionShips are marine vehicles that are

manufactured at very high costs inshipyards and have complex productionprocesses. A shipyard must manage thecomplexprocessessuccessfullyanddelivertheshiptotheship-ownerontime.Duringthe construction phase of a ship in theshipyard, many variables consisting ofdifferent main topics, such as the correct

ORIGINALRESEARCH(AR)Received: 12 August 2020 Accepted: 08 December 2020

JournalofETAMaritimeScienceGenç&Özkök /JEMS, 2020;8(4):274-285

10.5505/jems.2020.93898

To cite this article:Genç,Y.&Özkök,M. (2020).Simulation-BasedOptimizationof theSeaTrialonShips. Journal of ETA Maritime Science,8(4),274-285.To link to this article: https://dx.doi.org/10.5505/jems.2020.93898

placementofproductionlines,theselectionof the right equipment, the qualificationsof the workers, the experience of theengineering staff, and the selection of anappropriate subcontractors, directly affectthe performance and the efficiency of theshipyard, and therefore thepunctualityofthe delivery. The shipbuilding contractsmust be made consciously and freely bytheparties, as ineverycontract [1]. Since

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© UCTEA The Chamber of Marine Engineers Journal of ETA Maritime Science

thedeliverytimeoftheshipdependsontheagreementbetweentheshipownerandtheshipyard, therewill be financial losses onbothparties in theeventof anydelaysonthe delivery dates. Moreover, delay of theship’s delivery due to shipyardmay causenegative business consequences for thefutureoftheshipyard.

Given the quality standards anddelivery times of themanufactured ships,the general situation of shipyards hasparamount importance. With the rapiddevelopmentsincomputertechnologyandthe successful use of these developmentsin ship engineering, computer simulationmethods based on mathematical modelshave become effective [2]. Depending onthe progress of these methods, it is alsopossibletoshortenthedeliverytimesoftheshipbecauseshipproductionconsiderablyvaries technologically. Thus, the use ofsimulation programs in the shipyardsallowsustoforeseethepossibleproblems,do planning in different scenarios forproductionandtests.

Shipproduction is aprocess thatmustbecontinuouslymonitoredandsupervisedfrom the beginning of the project phase.In this process, beginning with the testsdone on the equipment manufactured infactories,varioustestsmustbecarriedoutwithincertainrulesduringeachproductionphaseintheshipyards.Thesetestsneedtobepassed incrementally. It isnecessary tocheck if the ship formed through variousstagesduringtheconstructionperiodmeetsthenecessaryrequirementsinseveralpointssuchassafety,maneuverability,equipment,andsufficiency.Forthispurpose,however,experiences differ throughout the cruise.The International Maritime Organization(IMO)statesthatitisimperativetoperformrotational, zigzag, and stop maneuversto determine if 100-meter large shipshave sufficient maneuverability [3]. Sincethese tests and experiments conductedintheshipyardsarecarriedoutunderthe

supervisionoftheshiprepresentativesandtheclass,theyassistfuturecrewmembersoftheshiptogetfamiliarised.

2. Literature ResearchThankstotoday’stechnology,simulation

programs are used in every field of theindustrytoseethepossibleproblemsthatmayemergeinthesystemorworkingorderandtomovetheproductiontobetterlevels.Simulationiswidelyused,especiallyintheareaswhereproduction iscontinuousandautomation-related,suchastransportation,medicalservices,andsupplychain.

Ponsignon and Mönch [4] studiedfactories thathadcomplexmanufacturing.By creating production planning basedon simulation, they evaluated them witha scenario. It was found out that thesimulation could produce stable plans.Medeiros et al. [5] developed models ofplate processing operations in terms ofthemodernizationof theplateproductionline bymaking simulation-basedwork onship-building yardmanufacturingprocess.Caprace et al. [6] developed a simulationonmanufacturingprocessessuchasblockerectionintheshipyardusingoptimizationtechniques.Itwasobservedthatthechoiceof a correct mounting sequence had apositive contribution on the productionlead time. Another simulation study wascarried out by Roh and Lee [7]. In thisstudy,usingthe3DCADmethod,asuitablesimulationmethodwasdevelopedforblockmounting for thewhole-body structure ofthe ship.Byusing the3DCAMmodel, theblock division method was created, andit was seen that the block mounting wassimulatedappropriatelyintheinitialdesignphase. Yuguang [8] proposed the Petrinetwork to make a good block assemblymodelinshipbuildingindustry.HeshowedthathecouldcontributetonormalplanningprocessesbydevelopingalgorithmsduringassemblywiththePetrinetmodelheused.Lamb et al. [9] investigated the validity

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of theoretical approaches and modelsusing international competitive shipyardproduction data in theirwork to improvetheshipbuildingprocess.Theydefinedtheshipbuilding process as a result of longstudies and modellings. In their work,ChengandHongxiang [10] concluded thatby simulating the anchorage operation ofthe shipwith the help of Visual C ++, theresultsobtainedcanhelpthestaffworkingonthedeckasanexercise.

Abdel-atif et al. [2], by using Simulinksoftware, made use of hydrodynamicforces and moments based on modularmathematics to simulate the maneuverbehavior of the Esso Osaka tanker classship.Theyalsotestedtherotationandzig-zagmotionandachievedsuccessfulresults.Chaetal.[11]appliedthesimulationstudythattheyproposedintheshipandoffshorestructures to the block assembly processin their study. As a result, they concludedthat the simulationworkwould be usefulin this framework, and the developmentarea could be provided. Nam et al. [12]have emphasized the importance of usingthe simulation at the shipyard in theirstudy.Theyalso tried tocreateacommonstructure that would facilitate simulationat shipyards, claiming that it would be acustomized simulation for each shipyard.Chaetal.[13],inanotherstudy,simulatedthe block assembly process, which wascarriedoutwithafloatingcrane,bytakingthe6degreesof freedommovements intoconsideration.Thus,itcanbededucedthatthe resonance frequency canbe predictedby simulation, and the situation thatmaycausedanger canbedetected in the earlystage. Shin and Sohn [14] developed anautomated production system for productflow control at a workplace by usingobjective information technologies suchasmodelingandnetworking, emphasizingthe importance of the automatedshipbuilding process. In thisway, productflow simulation was carried out and the

problems on the process were evaluated.Ljubenkov et al. [15], have emphasizedthe importance of using simulation in theshipbuilding production process in theirwork.Ithasbeenseenthattheshipbuildingwithacomplicatedproductionprocesscanbe identifiedwith the simulationmethod,andthepartswhichmaycreatebottlenecksand problems can be determined. Kimet al. [16] analyzed the simulation of themanufacturing systems in the shipyardin their study. By designing the blockerection simulation, they produced amodel.Leeetal.[17]dwelledonthepanelship, which was an important part of theshipbuilding production process in theirstudy. The simulation model was verifiedusing a real manufacturing scenario, andthe relationship between the model andthe panel linewas accepted. Hadjina [18]conducted a simulation-based study ontheprofilecuttinglinefortheshipbuildingprocess.Viketal.[19]aimedtogetthebestproductionlinebyusingdifferentscenariosinthedesignphaseofacementplantwithSIMIO program. Mandalaki and Manesis[20] made 3D simulations of vessels,vehicles,andhumanactivitiesforthePatrascityport theycreated in threedimensionswiththehelpoftheAutoCADprogram.The3D simulation done with SIMIO aims toexamine the changes planned in advanceandlookforwaystoworkmoreeffectivelyintheportwithdifferentscenarios.Özkök[21] studied with SIMIO program in hisstudy, and hemade the simulationmodelby making the process analysis of theprofile processing unit in the shipyard,and he applied different scenarios toincreasetheamountofprofileproduction.He concluded that the improvementsthat can bemade onmarking and cuttingactivities can contribute to increasingthe amount of profile production. Jeonget al. [22] developed a process-orientedsimulationmodeltosimulatethebehaviorof shipyard logistics.With this simulation,

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thephysicalmovementofeachtransactionwas analyzed, and a logistic indicatorwasused for theprocess.Duetal. [23], inanotherstudy,proposedanewsimulation-based spatial planning program to avoidthespatiallayoutproblemoftheblocks.Inthisway,visualresultsfortheblocklayoutandprocessdiagramwereeasilyobtained.Lee at al. [24], parallel to new productiontechnologies,workedonasimulation-basedshipbuilding planning case. They used aprocess-oriented simulation techniquewith the help of a new scheduling systemfor shipbuilding planning processes. Byapplying the proposed simulation-basedplanning system to a real shipbuildingprocess, it was proven that the quality ofproduction planning could be increased.Ju et al. [25] investigated the mid-termproductionplanningprocessintheshipyardin detail. Later, they developed a systemthat can simulate a new discrete event byapplying a backward process-centeredsimulationtothisprocess.Theverificationof the system was carried out with the

productiondataoffourdifferentships.

3. Material and MethodSimulation technology is used inmany

production areas. It shouldbeknown thatin today's world, where the competitiveenvironment is constantly increasing,businessesthataimtosurviveandachievecontinuity in production should improvethemselves with the help of simulationand similar techniques. Timely delivery ofprojectsandcustomersatisfactionareveryimportantforthecontinuityofthebusiness.Inthisstudy,whichwethinkwillcontributetothedeliveryprocessoftheship,theteststobecarriedoutduringthetrialcourseofashipwhosefactoryacceptanceandharboracceptance tests have been completedare examined with the help of the SIMIOprogram,whichisbasedonbottleneckandqueue theory, and it is foreseen to reducethe total time spent on the cruise. In thiscontext,the7-stepprocessshowninFigure1hasbeenfollowed.

Figure 1. The Process of Obtaining the Simulation Models of the Tests

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• In stage 1, all the test activities to becarriedoutonthecruiseare identifiedandlistedinatabularform.

• In stage 2, the durations of the teststo be entered into the SIMIO programare indicated in accordance with thetriangulardistribution.

• In stage 3, a simulation model of thecruisingprogram,whichisavailableandusedinseatrials,hasbeenformed.

• Instage4,thesimulationmodelhasbeenrun,andhowlongthetotaldurationofthecruisewouldbeunderthespecifiedconditionshasbeenstated.

• In stage 5, improvements have beenmadeontheorderandsequenceoftheteststobedoneonthecruise,andanewsimulationmodelhasbeenformed.

• In stage 6, a new simulation modelhas been run, and how long the totaldurationof thecruisewouldbe in thiscasehasbeenobserved.

• In the 7th stage, the simulationmodelobtained from the existing cruise testprogramandthenewsimulationmodel

Test no “Tests and controls Periods (minute)Optimistic Expected Pessimistic

1 Goingabroadofrelevantpersons(shipyard,service,classetc.)

45 60 90

2 Startupmeeting(shipyard,ship-owner,class)

20 30 45

3 Measurementofshipdrafts(fore,stern,midship)

15 20 30

4 Gyrocompasssettings 45 60 755 Boilercontrolsandalarmtests 30 45 606 Bowthrustertest–starboardside 20 30 407 Bowthrustertest–portside 20 30 408 TransitionfromMDOtoHFO 15 20 309 Boostermoduletestsanditsalarms 20 30 4510 Separatortestanditsalarms 20 30 4511 Navigationequipmenttest 20 30 4512 Mainenginesettings 45 60 90

Table 1. Tests and Controls to be Carried Out During the Sea Trial

obtained after the improvements arecompared.

3.1. Cruise Acceptance Tests and Determination of Duration

Theshipisreadyforcruiseacceptancetests after the completion of harboracceptance tests (HAT) and preparationsmadebeforetheseatrial.Forthisstudy,acruising program of 8400 DWT chemicaltanker was used. Tests and controlsplannedtobemadeduringtheseatrialaregiven in Table 1. Besides, the applicationtimesofthetestsandcontrolscorrespondsto the data recorded during the sea trialof the 8400 DWT chemical tanker. WhilepreparingTable1, noorderof testinghasbeenapplied.Then,usingthedatainTable1, a normal workflow diagram of the seatrial has been composed. Afterwards, intermsofshorteningthetotalspendtimeintheseatrial,anewdiagramisobtainedbyperforming the improvementworkon thecruiseworkflowdiagramformedbefore.

./..

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Test no Tests and controls Periods (minute)

Optimistic Expected Pessimistic13 Freshwatergeneratortest 30 45 60

14 Anchorandwindlassteststarboardside 20 30 4015 Anchorandwindlasstestportside 20 30 4016 Doublebumpssteeringtest 10 15 2017 Singlebumpsteeringtest 10 15 2518 Singlebumpsteeringtest 10 15 2519 Portsideturningcircletest 20 30 4520 Starboardturningcircletest 20 30 4521 Zig-zagmaneuveringtest(10°/10°) 20 30 4522 Zig-zagmaneuveringtest(20°/20°) 20 30 4523 Speedtest 30 45 6024 Stoppingtest 20 30 4525 Noisemeasurementtest 45 60 9026 Asterntrial 20 30 4527 Crashstoptest 20 30 4528 Automaticslowdownalarms/shutdown

test30 45 60

29 Blackouttest 20 30 4530 Mainengineendurancetest 240 270 30031 Smokedetectiontest 45 60 7532 Automationtest(AUT-UMS) 360 400 46033 ShaftgeneratorcontrolbeforeAVM-APS 15 20 3034 Alternativedrivesystemtest(AVM-APS) 60 75 9035 Resultmeeting(shipyard,ship-owner,

class)20 30 45

36 TransitionfromHFOtoMDO 15 20 3037 Gettingbacktotheshipyardbuilding 45 60 90

Table 1. Tests and Controls to be Carried Out During the Sea Trial (Cont')

The following can be stated regardingtheseatrialandTable1:• While the duration of each test to be

performed in the sea trial was beingdetermined,thepreparationphasepriortothetestwasincludedtotheduration.

• Air and sea conditions are suitable forcruising.

• Itisassumedthatthereisnobreakdownontheshipfromthestarttotheendoftheseatrial.

• InTable1,theperiodsoftheteststobeentered into the SIMIO program havebeendeterminedasappropriate to thetriangulardistribution.

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3.2. Creating the Simulation Model of the Sea Trial

InTable1,aseatrialworkflowdiagramhas been created to use in the SIMIOprogramfor thesea trialprogram,which

iscomposedof37items(Figure2).Whilethis flow diagram was being formed, noimprovement work was done on the seatrialprogramwhichwasperformedundernormalconditions.

Figure 2. Current Status of the Cruising Program Flow Diagram (Simulation Model)

Figure 3. New Status of the Cruising Program Flow Diagram (Simulation Model)

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3.3. Improvement of the Sea Trial Simulation Model

Inordertoconductthecruisingprogrammore efficiently,which is composed of 37itemsshowninTable1,thetestflowcreatedtobeusedintheSIMIOprogramhasbeenrearrangedtoprovidebetterresults(Figure3).Whilepreparingthisflowdiagram,teststhatcouldbedoneinthesametimeframeand that will not affect each other werecarriedoutwiththehelpoftheexperiencesgainedinthepreviousseatrialtests.Hence,acertainsequencewasfollowedduringthetests, taking factors, such as the positionandthespeedoftheship,andthedifficultyofthetestintoconsideration.

The intendedpurposehere is to finishthe sea trial as soon as possible. Enteringthe test flowdiagramcreatedunder theseconditions into the SIMIO simulationprogram,theresultswereexamined,andbycomparingthetwomodels,thedifferencesduringtheseatrialhavebeenobserved.

4. Results and Discussions4.1. Current Status of the Sea Trial Simulation Model

Figure 4 shows a 3D image of the

Figure 4. The Cruising Flow Diagram Provided from the Program

simulation model entered the SIMIOprogramforthecurrentsituation.Thetestsand controls shown in Table 1 have beenentered to the program as activities 1, 2,etc. with the sequence numbers specifiedin accordance with the current statesimulationmodel(Figure2).

After creating the cruising programsimulation model in the program undernormal conditions, the program has beenrun to find out how long the testswill becompleted,and the total cruisingdurationhasbeenobservedas28,0989hours(Table2).

4.2. After the Improvement of the Sea Trial Simulation Model

Followingthefindingsobtainedforthecurrent situation, anewsimulationmodelprogramhasbeenenteredintotheprogrambymakingaseriesofimprovements.Figure5 shows the 3D model of the simulationmodel. The tests and controls shown intable1havebeenenteredintotheprogramas activities 1, 2, etc. with the sequencenumbers specified in accordance withthe simulation model after improvements(Figure3).

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TimeInsystem-Average

Object Name Data Source Category Value

Ship [Population] FlowTime 28,0989

Sink1 [DestroyedEntities] FlowTime 28,0989

TimeInSystem-Maximum




TimeInSystem-Minimum




Table 2. The Result of Current Status of Simulation Model

Figure 5. The Cruising Flow Diagram After the Improvement

After creating the new model in theprogram under normal conditions, theprogramhasbeenruntofindouthowlongthe testswill be completed, and the totalduration has been recorded as 25,3567hours shortened by 2,75 hours for thenew situation (Table 3). This amount ofshortening corresponds to 9,76% of the

total cruising time calculated before theimprovement.

Inthetestscarriedoutontheprogram,it was accepted that there was nobreakdown of the ship during the periodfromthebeginningtotheendofthetestsand that the weather and sea conditionsweresuitableforcruising.

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Table 3. The Result of the New Status of Simulation Model

TimeInsystem-Average




TimeInSystem-Maximum




TimeInSystem-Minimum




Examplestothedifferencesbetweenthefirstcruisingmodelandthesecondcruisingmodel:• Tests number 5 (boiler controls and

alarms) and 6 (bow thruster STBS),which are planned to be carried outsequentiallyinthefirstcruisingmodel,weredeterminedasparalleltestsinthesecondmodelwithdifferentpersonnelinthesametimezone.

• Likewise, the tests number 10(separator test and its alarms) and15 (anchor windlass PS), which areplanned to be carried out sequentiallyin the first cruising model, have beenshownparallelinthesecondmodel.

• Inaddition,thesequenceofthetestshasbeenchangedingeneral.

5. ConclusionsIn this study, it is emphasized that the

seatrialcanbecompletedinashortertime.Forthispurpose,theteststobecarriedoutinthecruiseareshownintheformofitemswith their periods, and the periods of theteststobeenteredintotheSIMIOprogramhavebeendetermined in accordancewiththetriangulardistribution.

Theflowdiagramofthetestplanformed

undernormalconditionshasbeenpreparedandentered to theprogram.Theprogramhas been run afterwards, and it has beenunderstoodthatthetotaltimespentonthetestsduringtheseatrialis28,0989hours.Then, the new flow diagram created as aconsequence of the improvements madeon the test plan has been entered to theprogramagain.Asaresultofthisprocess,itisseenthatthetotaltimespentonthetestsis25,3567hours.Asaresult,whentheflowchart is formed after the improvement isapplied,thecruiseiscompletedinlessthan2.75hours.Inthiscase,thetotalspenttimefor the cruise tests decreased by a 9,76%ratio compared to the first case. Thus, itcanbededuced that the testprocedure inthe second cruise flow diagram is moreuseful.Whatisimportanthereistoensurethat the necessary arrangements in thetests are carried out in parallel (in thesameprocess)withthecruiseandthatthepersonnelcomplywiththeworkplan.Thiswillshortenthetotaltimespentontests.

Insubsequentstudiesrelatedtotheseatrial,betterresultscanbeshownintermsofreducingthetotalspenttimeonthetestsbydesigningdifferentscenariosonthecruiseflowdiagramsformedforthetests.Similar

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simulationstudiescanalsobeconductedonmilitaryshipsthathavemoresophisticatedsea trial procedures thanmerchant ships.It isunderstood that itwouldbeuseful tousetheseandsimilarsimulationprogramseffectively in the shipbuilding industry tobeabletoproducehighqualityshipsin ashorterperiodandtoimprovetheon-timedeliveryperformanceofshipyards.

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simulation-based optimization of the sea trial on ships

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