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Maritime trade is the backbone of the world's economy. Around ninety percent of all goods are transported by ship, and since World War II, shipbuilding has undergone major changes in response to new commercial pressures and opportunities. Early British dominance, for example, was later undermined in the 1950s by competition from the Japanese, who have since been overtaken by South Korea and, most recently, China. The case studies in this volume trace these and other important developments in the shipbuilding and ship repair industries, as well as workers' responses to these historic transformations.

Nowadays, we are already involved in the Fourth Industrial Revolution, known as Industry 4.0. Inside this paradigm, IoT is one of fundamental technologies that allows the integration of physical and virtual systems. The important role of the IoT is based on its potential to offer different solutions for the operational of existing industrial system, in order to transform them in digital environments. Following this idea, a proof of concept is presented, applying IIoT (Industrial Internet of Things) in a shipyard. This technology is used as a key enabler to achieved a connected and advanced manufacturing with the aim of improve efficiency in a specific workshop inside the shipyard. This first approach to the transformation of conventional shipyard in a smart factory comprises two parts: the communication between the information systems and the connection with physical devices. The goal is to solve the challenges that arise with the implementation of IIoT and to provide a useful decision tool to operators and managers of the workshop.

Maritime trade is the backbone of the world’s economy. Around ninety percent of all goods are transported by ship, and since World War II, shipbuilding has undergone major changes in response to new commercial pressures and opportunities. Early British dominance, for example, was later undermined in the 1950s by competition from the Japanese, who have since been overtaken by South Korea and, most recently, China. The case studies in this volume trace these and other important developments in the shipbuilding and ship repair industries, as well as workers’ responses to these historic transformations.

Indonesian government, in period 2014-2019, has launched Toll Sea program. A number of 188 various sizes and types of ships types will be built for this program. Ship building process must be supported by a national shipbuilding capability and capacity. Unfortunately, there are any vagueness of information on the number of shipyards and their production capacity. The records of data and shipyard production capabilities and also capacity haven’t been documented well. Moreover, there are many new and emerging shipyards although some become bankruptcy. Analyzing the production capacity of national shipyards to build Sea Toll vessels has become the aims of this research. The first step is grouping ships based on GT size. Afterwards, the weight of the steel is estimated using Watson equations. Determination of shipyard criteria is created regarding the size of building birth facility, main workshop productions, experience to build sea toll ship, the number of man-powers, and the existence of ISO and OHSAS certificate. In accordance with the steel through put of the shipyards, it can be conclude that 64 sea toll ships can be built in a year with estimation about 26,767,29 ton/year.

Cutting operation is one of the most significant processes in shipbuilding. In the shipyard industry, there are various cutting technologies and the selection of the appropriate cutting technology for the production process is a serious engineering problem. The main aim of this study is to find out the most appropriate cutting technique for shipyard industry by considering conflicting factors such as cost, risk, and performance. An integrated method including fuzzy, analytic hierarchy process, information axiom, and technique for order performance by similarity to ideal solution has been utilized for the evaluation procedure. Oxy-fuel technology is determined as the most appropriate cutting technology for shipyard industry.

Building Ships, Building a Nation examines the rise and fall, during the rule of Park Chung Hee (1961-79), of the combative labor union at the Korea Shipbuilding and Engineering Corporation (KSEC), which was Korea's largest shipyard until Hyundai appeared on the scene in the early 1970s. Drawing on the union's extraordinary and extensive archive, Hwasook Nam focuses on the perceptions, attitudes, and discourses of the mostly male heavy-industry workers at the shipyard and on the historical and sociopolitical sources of their militancy. Inspired by legacies of labor activism from the colonial and immediate postcolonial periods, KSEC union workers fought for equality, dignity, and a voice for labor as they struggled to secure a living wage that would support families. The standard view of the South Korean labor movement sees little connection between the immediate postwar era and the period since the 1970s and largely denies positive legacies coming from the period of Japanese colonialism in Korea. Contrary to this conventional view, Nam charts the importance of these historical legacies and argues that the massive mobilization of workers in the postwar years, even though it ended in defeat, had a major impact on the labor movement in the following decades.

Objective A meta-analysis of epidemiologie studies was carried out on lung cancer risk among shipyard, mild steel, and stainless steel welders, and the role of asbestos exposure and smoking was considered. Methods The meta-analysis consisted of calculating combined relative risks (RR) and their variances through a logarithm transformation of published RR values and a weighing using the inverted variance of each RR. Results The literature provided 18 case-referent and 31 cohort studies. The combined RR values were 1.38 [observed 1028,95% confidence interval (95% CI) 1.29— 1.48] for \"all or unspecified welding categories\", 1.30 (observed 305, 95% CI 1.14— 1.48) for shipyard welders, and 1.35 (observed 173, 95% CI 1.15— 1.58) for nonshipyard welders. Similar combined RR values (RR) were observed for mild steel welders (combined RR 1.50, observed 137, 95% CI 1.18— 1.91) and stainless steel welders (combined RR 1.50 observed 114, 95% CI 1.10— 2.05). No significant heterogeneity was discerned between studies of any welding or study design category. A marked healthy worker effect may also lead to an underestimation of the standardized mortality ratio for lung cancer among stainless steel welders. Furthermore, welders of any category are likely to be exposed to asbestos. Welders also seem to smoke more than the general male population, and therefore the hypothesis of tobacco overconsumption among welders could not be discarded. Conclusions A 30— 40% increase in the RR of lung cancer among welders cannot be explained by hexavalent chromium and nickel exposure among stainless steel welders. The combination of the carcinogenic effects of asbestos exposure and smoking may account for part of the lung cancer excess observed.

Automating the welding process for the shipbuilding industry is very challenging and important, as this industry relies heavily on quality welds. Conventional robotic welding systems are seldom used because the welding tasks in shipyards are characterized by non-standardized workpieces which are large but small in batch sizes. Furthermore, geometries and locations of the workpieces are uncertain. To tackle the problem, a Ship Welding Robot System (SWERS) has been developed for the welding process. The main features of the SWERS include a special teaching procedure that allows the human user to teach the robot welding paths at a much easier and faster pace. In addition, operation of the system is made easier through a custom designed man-machine interface. Through this interface, only a few buttons need to be pressed to command the robot into different modes. Optimized welding parameters can be selected from a large database through a Graphical User Interface system.

Thomas Urban untersucht den Zwangsarbeitereinsatz bei Thyssen erstmals in großer Breite - von den Hüttenwerken und einer Zeche im rheinischen Ruhrgebiet bis zu zwei Werften in Norddeutschland.Der Name Thyssen steht für eine der bekanntesten deutschen Unternehmerfamilien.

Two of the ships will be built for Carnival's Aida Cruises brand at [Meyer Werft]'s Papenburg shipyard in Germany. The two others will be constructed at Meyer's shipyard in Turku, Finland. Royal Caribbean International, which currently has the world's two largest cruise ships in its fleet -- the 5,400-passenger Oasis and Allure of the Seas -- has ordered two more ships in this megaclass of vessels. The third and fourth Oasis ships are set to be delivered in mid-2016 and mid-2018, respectively.