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CNR InterviewRear Adm. Matt Klunder, U.S. Navy Chief of Naval Research

Floating ProductionGrowth Market hits Headwinds

The ArcticDifferent Latitudes & Attitudes

OSVsA Design (R)evolution

U.S. Coast GuardDoing Less With Less

Methane SlipIs it Environmentally Harmful?

Heavy LiftingModern Heavy Lift Solutions

M A R I N E L I N K . C O M

APRIL 2014

COV1 MR APRIL 2014.indd 1 4/7/2014 3:31:04 PM

Reprinted with Permission from the APRIL 2014 edition of Maritime Reporter - www.marinelink.com100 Maritime Reporter & Engineering News • APRIL 2014

PRODUCT FEATURE: LUXURY YACHT DESIGN

While it’s widely recognized that HTC smartphones, Garmin GPS devices and a sweeping array of big-brand laptops are staples of the Made in Taiwan effort, it’s a lesser-known fact that luxury yachts (those measuring 80 - 120 ft. are a boom-ing business in Taiwan.

Producing high-quality boats at com-paratively low prices, Taiwan’s luxury yacht industry reached a peak in 1987, exporting 1,755 vessels for an export value of more than $190m. However, rising labor costs and the appreciation of the Taiwanese dollar took its toll over the years, and the industry had to weather its share of storms.

However, Taiwan’s luxury yacht sec-tor is back on course, with the country surpassing Germany as the sixth largest yacht maker last year, according to yacht-ing magazine ShowBoats International.

With an E-Composites report pegging growth for the global recreational yacht market at an annual rate of 7% between 2005 and 2012, the Taiwanese luxury yacht sector has been looking to shore up its position and head off international competition from traditional sources, as

well as Chineses. To do so, the country’s Economic Planning and Development committee has identi ed luxury yacht production as an emerging core industry and a variety of efforts are underway to advance growth in this area.

One such plan is the construction of a dedicated yacht-building precinct as part of the Kaohsiung Port City Recon-struction project. On the technology and manufacturing front, industry play-ers are promoting the use of computer-aided engineering (CAE) and advanced simulation to foster innovation among Taiwanese yacht makers while helping them decrease overall cycle times.

“While many yacht companies, ship-yards and naval architects have adopted DassaultSystemes’ CATIA application in the last three years, the value of numeri-cal simulation and the concept of digital design evaluation are still not broadly pro-moted in Taiwan,” said Ray Tsai, techni-cal director of Simutech Solution Corp., which provides consulting services for DassaultSystèmes’ SIMULIA application. “Lots of yacht companies don’t know there is a powerful tool that could im-

mensely improve their design with shorter cycles and better systems integration.”

Employing a Total Design Package

Tsai, together with colleagues Rey-Yie Fong of Tiny Machine and Mechan-ics Laboratory, and Chia-Chuan O and Yu-Chieh Lin, both deputy engineers with the Ship and Ocean Industries R&D Center in Taipei, have mapped out a route intended to demonstrate just what’s possible with SIMULIA’s realis-tic simulation toolkit. Discussions with Taiwanese yacht manufacturers revealed a glaring hole in the development pro-cess: Most of them outsource the upfront design of their boats to foreign partners. “Often they don’t have the tools or the expertise to design a structure from scratch, let alone optimize a hull struc-ture with composite layouts, or even modify subsequent concepts to increase performance,” said Tsai.

With mounting global competition around styling and price, it makes sense that Taiwanese yacht makers could com-mand a greater edge by bringing more

of the design process in-house. Manu-facturers are increasingly under the gun to respond to customers’ demands as quickly as possible while still keeping costs low. They also need to strike that proverbial balance between aesthetically pleasing style and delivering a range of competitive onboard features and per-formance. Technical challenges in the areas of design pro ciency, manufactur-ing cost and quality control have long been barriers for Taiwanese companies looking to maintain their competitive strength against rivals.

Simulation technology provides yacht makers with a deeper understanding of their designs from the start, allowing them to iterate incrementally far earlier in the cycle while also tracing problems during every stage of the development process. “We wanted to help them move iterating cycles from the manufacturing stage to the design stage so that the performance criteria could be evaluated earlier when it costs less to modify,” Tsai said.

To showcase the powers of digital simulation, Fong chose three critical elements of yacht design that were uni-

Luxury Yacht Design Takes a New TackSimutech Solution Corp. uses realistic simulation to craft a better boat

MR #4 (98-106).indd 100 4/4/2014 12:12:42 PM

www.marinelink.com 101

versally creating challenges for Taiwan-ese manufacturers: Composite structure layup, ventilation and thermal analysis, and wave impact transient analysis.

“These three areas were most frequent-ly encountered by designers, manufac-turers, and customers,” Tsai said. “They were struggling with how to achieve the optimal intrinsic strength and stiffness in their designs along with cabin ventilation ef ciency and navigating the tradeoffs around static structure performance and dynamic wave slamming impact. Some-times the key to orchestrating a design leap is there, but hiding within another con guration. What we wanted to do is to dig it out with different examinations.”

The partners set out to prove their case, taking advantage of the extensive SIMULIA application portfolio based on Abaqus nite element analysis (FEA). Abaqus/Standard, together with Simu-layt, was tapped for composite structure layup analysis and manufacturing pro-cess management; Abaqus CFD (com-putation uid dynamics) came into play for ventilation and thermal analysis; and Abaqus/Explicit was used for Coupled Eulerian-Lagrangian (CEL) analysis, which is central to slamming wave im-pact simulation.

Having an integrated interface between the CAD tool—in this case, Dassault-Systèmes’ CATIA—and the different CAE functions that leverage Abaqus and Simulayt is critical, Tsai said, so users don’t have to change tools or deal with cumbersome data import procedures.

“The concept of integrating structural analysis within the design process bene- ts complex design projects immensely,” he said. “We are able to import geometry from CATIA and use Simulayt with the composite modeler for Abaqus [CMA] to analyze composite layups. We were also able to reuse the same models for CFD simulation, and material properties and conditions could be shared between models without duplication.”

Fong chose a 70-ft. Monte Carlo Yacht to serve as a benchmark for the simu-lations since it is the median size for Taiwan’s yacht industry and because the speci cations of the model mapped pretty closely to the proprietary speci -cations of most manufacturers.

Modeling Strategies Set Sail with Composites

Applying simulation to the model-ing and manufacture of structures made from ber-reinforced materials is one of the areas where computer-aided en-gineering (CAE) in luxury yacht design can shine. With all eyes on fuel ef cien-cy and performance, use of composite materials is exploding in the aerospace and automotive sectors, in part because of strict sensitivity to weight demands. While yacht design shares many of the same engineering techniques as the two other sectors, for example, numerical methods, materials selection, system in-tegration and multi-body mechanics—in Taiwan the concept of lightweight struc-ture design is far less mature.

Abaqus CMA provides exible mod-eling strategies for quick evaluation of geometry and meshing at both the pre-liminary and nal design stages. With its precise geometry de nition, CATIA Composites comes into play at the de-tailed design stage, helping to optimize design for manufacturability. CATIA generates the composite layup patterns, which can then be assigned to Abaqus with speci ed material properties and ber orientation. An interface connects CATIA Composite and Abaqus CMA with automatic data transfer, eliminating the possibility of typos and tedious prop-erty assignments layer by layer.

The Simulayt tool helps designers and engineers simulate the forces on a com-posite structure during manufacturing, rounding out the analysis by predicting plant- oor issues that can be mitigated earlier in the development cycle and helping to meet production timeframes within budget.

Channeling the Sea Breezes Tsai’s team also applied simulation

tools to the design challenge around yacht ventilation. The goal of the exer-cise was to understand the conduction-convection heat transfer phenomenon, allowing an engineering team to zero in on the optimal ventilation system speci- cation and vent arrangement that would minimize the compressor requirement.

“The challenge is to decide how to ar-range the inlet and outlet vents to pro-vide a uniform cooling status in all the

cabins,” Lin and O said. Passive vents use a convection effort to circulate air and they work well on nice breezy days, but on hot, still days, they are not as ef-fective.

Active vents include a powered fan and apply a conduction effect. “We set a target that we wanted to unify the temperature distribution and utilize the convection effect to transfer cool air from the upper deck to the lower deck as much as possible,” Lin said. “The CFD visualizations presented a clear image of the air ow along the cabins so we could come up with a concept to improve the arrangement of the vents and design a more comfortable yacht.”

Ensuring Hull Integrity in Rough Seas

The third area where simulation was applied was evaluating the performance of a yacht design under impact from waves, or other scenarios that might test its buoyancy and maneuverability. “Planning a motor yacht or high speed cruiser design needs to take into account the dynamic lifting effect, which implies that the center of buoyancy and center of oating will change with increas-ing speed,” Fong said. “The subtle bal-ance between center of gravity, center of buoyancy, and center of oating is crucial. It’s tricky to keep the yacht in an evenly keeled condition with a tradi-tional approach.”

Using Abaqus CEL, the team was able to simulate the yacht design’s transient and non-linear varying response to wave impact conditions as well as different turning maneuvers. Reaction force, re-action moment, displacement, veloc-ity and acceleration are recorded on the mass center of the yacht to examine the dynamic performance over time. Slam-ming contact pressure on the hull is also output to determine the structure loading under transient impact.

More widespread use of these ad-vanced simulation methodologies will help Taiwanese yacht makers have a better chance of sailing past the compe-tition, Tsai feels. “Simulation can help them innovate designs faster while keep-ing costs in check,” he said.

“To build a faster, lighter, and more luxurious yacht is a challenge, trying to nd that compromise between different design considerations. We believe Tai-wanese yacht makers will be more com-petitive in the global market if they are capable of handling more of the design by themselves.”

MR #4 (98-106).indd 101 4/4/2014 12:13:00 PM

Reprinted with Permission from the APRIL 2014 edition of Maritime Reporter - www.marinelink.com100 Maritime Reporter & Engineering News • APRIL 2014

PRODUCT FEATURE: LUXURY YACHT DESIGN

While it’s widely recognized that HTC smartphones, Garmin GPS devices and a sweeping array of big-brand laptops are staples of the Made in Taiwan effort, it’s a lesser-known fact that luxury yachts (those measuring 80 - 120 ft. are a boom-ing business in Taiwan.

Producing high-quality boats at com-paratively low prices, Taiwan’s luxury yacht industry reached a peak in 1987, exporting 1,755 vessels for an export value of more than $190m. However, rising labor costs and the appreciation of the Taiwanese dollar took its toll over the years, and the industry had to weather its share of storms.

However, Taiwan’s luxury yacht sec-tor is back on course, with the country surpassing Germany as the sixth largest yacht maker last year, according to yacht-ing magazine ShowBoats International.

With an E-Composites report pegging growth for the global recreational yacht market at an annual rate of 7% between 2005 and 2012, the Taiwanese luxury yacht sector has been looking to shore up its position and head off international competition from traditional sources, as

well as Chineses. To do so, the country’s Economic Planning and Development committee has identi ed luxury yacht production as an emerging core industry and a variety of efforts are underway to advance growth in this area.

One such plan is the construction of a dedicated yacht-building precinct as part of the Kaohsiung Port City Recon-struction project. On the technology and manufacturing front, industry play-ers are promoting the use of computer-aided engineering (CAE) and advanced simulation to foster innovation among Taiwanese yacht makers while helping them decrease overall cycle times.

“While many yacht companies, ship-yards and naval architects have adopted DassaultSystemes’ CATIA application in the last three years, the value of numeri-cal simulation and the concept of digital design evaluation are still not broadly pro-moted in Taiwan,” said Ray Tsai, techni-cal director of Simutech Solution Corp., which provides consulting services for DassaultSystèmes’ SIMULIA application. “Lots of yacht companies don’t know there is a powerful tool that could im-

mensely improve their design with shorter cycles and better systems integration.”

Employing a Total Design Package

Tsai, together with colleagues Rey-Yie Fong of Tiny Machine and Mechan-ics Laboratory, and Chia-Chuan O and Yu-Chieh Lin, both deputy engineers with the Ship and Ocean Industries R&D Center in Taipei, have mapped out a route intended to demonstrate just what’s possible with SIMULIA’s realis-tic simulation toolkit. Discussions with Taiwanese yacht manufacturers revealed a glaring hole in the development pro-cess: Most of them outsource the upfront design of their boats to foreign partners. “Often they don’t have the tools or the expertise to design a structure from scratch, let alone optimize a hull struc-ture with composite layouts, or even modify subsequent concepts to increase performance,” said Tsai.

With mounting global competition around styling and price, it makes sense that Taiwanese yacht makers could com-mand a greater edge by bringing more

of the design process in-house. Manu-facturers are increasingly under the gun to respond to customers’ demands as quickly as possible while still keeping costs low. They also need to strike that proverbial balance between aesthetically pleasing style and delivering a range of competitive onboard features and per-formance. Technical challenges in the areas of design pro ciency, manufactur-ing cost and quality control have long been barriers for Taiwanese companies looking to maintain their competitive strength against rivals.

Simulation technology provides yacht makers with a deeper understanding of their designs from the start, allowing them to iterate incrementally far earlier in the cycle while also tracing problems during every stage of the development process. “We wanted to help them move iterating cycles from the manufacturing stage to the design stage so that the performance criteria could be evaluated earlier when it costs less to modify,” Tsai said.

To showcase the powers of digital simulation, Fong chose three critical elements of yacht design that were uni-

Luxury Yacht Design Takes a New TackSimutech Solution Corp. uses realistic simulation to craft a better boat

MR #4 (98-106).indd 100 4/4/2014 12:12:42 PM

www.marinelink.com 101

versally creating challenges for Taiwan-ese manufacturers: Composite structure layup, ventilation and thermal analysis, and wave impact transient analysis.

“These three areas were most frequent-ly encountered by designers, manufac-turers, and customers,” Tsai said. “They were struggling with how to achieve the optimal intrinsic strength and stiffness in their designs along with cabin ventilation ef ciency and navigating the tradeoffs around static structure performance and dynamic wave slamming impact. Some-times the key to orchestrating a design leap is there, but hiding within another con guration. What we wanted to do is to dig it out with different examinations.”

The partners set out to prove their case, taking advantage of the extensive SIMULIA application portfolio based on Abaqus nite element analysis (FEA). Abaqus/Standard, together with Simu-layt, was tapped for composite structure layup analysis and manufacturing pro-cess management; Abaqus CFD (com-putation uid dynamics) came into play for ventilation and thermal analysis; and Abaqus/Explicit was used for Coupled Eulerian-Lagrangian (CEL) analysis, which is central to slamming wave im-pact simulation.

Having an integrated interface between the CAD tool—in this case, Dassault-Systèmes’ CATIA—and the different CAE functions that leverage Abaqus and Simulayt is critical, Tsai said, so users don’t have to change tools or deal with cumbersome data import procedures.

“The concept of integrating structural analysis within the design process bene- ts complex design projects immensely,” he said. “We are able to import geometry from CATIA and use Simulayt with the composite modeler for Abaqus [CMA] to analyze composite layups. We were also able to reuse the same models for CFD simulation, and material properties and conditions could be shared between models without duplication.”

Fong chose a 70-ft. Monte Carlo Yacht to serve as a benchmark for the simu-lations since it is the median size for Taiwan’s yacht industry and because the speci cations of the model mapped pretty closely to the proprietary speci -cations of most manufacturers.

Modeling Strategies Set Sail with Composites

Applying simulation to the model-ing and manufacture of structures made from ber-reinforced materials is one of the areas where computer-aided en-gineering (CAE) in luxury yacht design can shine. With all eyes on fuel ef cien-cy and performance, use of composite materials is exploding in the aerospace and automotive sectors, in part because of strict sensitivity to weight demands. While yacht design shares many of the same engineering techniques as the two other sectors, for example, numerical methods, materials selection, system in-tegration and multi-body mechanics—in Taiwan the concept of lightweight struc-ture design is far less mature.

Abaqus CMA provides exible mod-eling strategies for quick evaluation of geometry and meshing at both the pre-liminary and nal design stages. With its precise geometry de nition, CATIA Composites comes into play at the de-tailed design stage, helping to optimize design for manufacturability. CATIA generates the composite layup patterns, which can then be assigned to Abaqus with speci ed material properties and ber orientation. An interface connects CATIA Composite and Abaqus CMA with automatic data transfer, eliminating the possibility of typos and tedious prop-erty assignments layer by layer.

The Simulayt tool helps designers and engineers simulate the forces on a com-posite structure during manufacturing, rounding out the analysis by predicting plant- oor issues that can be mitigated earlier in the development cycle and helping to meet production timeframes within budget.

Channeling the Sea Breezes Tsai’s team also applied simulation

tools to the design challenge around yacht ventilation. The goal of the exer-cise was to understand the conduction-convection heat transfer phenomenon, allowing an engineering team to zero in on the optimal ventilation system speci- cation and vent arrangement that would minimize the compressor requirement.

“The challenge is to decide how to ar-range the inlet and outlet vents to pro-vide a uniform cooling status in all the

cabins,” Lin and O said. Passive vents use a convection effort to circulate air and they work well on nice breezy days, but on hot, still days, they are not as ef-fective.

Active vents include a powered fan and apply a conduction effect. “We set a target that we wanted to unify the temperature distribution and utilize the convection effect to transfer cool air from the upper deck to the lower deck as much as possible,” Lin said. “The CFD visualizations presented a clear image of the air ow along the cabins so we could come up with a concept to improve the arrangement of the vents and design a more comfortable yacht.”

Ensuring Hull Integrity in Rough Seas

The third area where simulation was applied was evaluating the performance of a yacht design under impact from waves, or other scenarios that might test its buoyancy and maneuverability. “Planning a motor yacht or high speed cruiser design needs to take into account the dynamic lifting effect, which implies that the center of buoyancy and center of oating will change with increas-ing speed,” Fong said. “The subtle bal-ance between center of gravity, center of buoyancy, and center of oating is crucial. It’s tricky to keep the yacht in an evenly keeled condition with a tradi-tional approach.”

Using Abaqus CEL, the team was able to simulate the yacht design’s transient and non-linear varying response to wave impact conditions as well as different turning maneuvers. Reaction force, re-action moment, displacement, veloc-ity and acceleration are recorded on the mass center of the yacht to examine the dynamic performance over time. Slam-ming contact pressure on the hull is also output to determine the structure loading under transient impact.

More widespread use of these ad-vanced simulation methodologies will help Taiwanese yacht makers have a better chance of sailing past the compe-tition, Tsai feels. “Simulation can help them innovate designs faster while keep-ing costs in check,” he said.

“To build a faster, lighter, and more luxurious yacht is a challenge, trying to nd that compromise between different design considerations. We believe Tai-wanese yacht makers will be more com-petitive in the global market if they are capable of handling more of the design by themselves.”

MR #4 (98-106).indd 101 4/4/2014 12:13:00 PM