Ship Science and Technology - Vol. 18 - n.° 36 - (21-31) January 2025 (Cartagena)
DOI: https://doi.org/10.25043/19098642.259
Juan Carlos Martínez Martínez 1
Lewis German Julio Arango 2
Priscilla Areiza Frieri 3
1COTECMAR, Cartagena, Colombia. ROR: https://ror.org/01z04wv09 Email: jcmartinez@cotecmar.com ORCID: https://orcid.org/0009-0005-6772-7866
2COTECMAR, Cartagena, Colombia. ROR: https://ror.org/01z04wv09 Email: ljulio@cotecmar.com ORCID: https://orcid.org/0000-0003-0493-4081
3 COTECMAR, Cartagena, Colombia. ROR: https://ror.org/01z04wv09 Email: pareiza@cotecmar.com ORCID: https://orcid.org/0009-0006-5291-050X
Date Received: August 4th, 2024
Date Accepted: November 12th, 2023
Publication Date: January 31st, 2025
Adaptability is defined as the ability to adjust to a new environment, challenge, or situation. In the creative process of spatial design, adaptability refers to the ability to incorporate, into the interior design ofa vessel, the requirements generated in a dynamic, developing, and constantly evolving environment. This document describes the application of the User-Centered Design (UCD) methodology, integrated with the Evans Design Spiral, to support the configuration of the living and support spaces for the crew of the Colombian Ocean Patrol Vessel (POC). The design process aimed to meet the client’s requirements within short deadlines, comply with classification standards, and ensure the integration of the ship's systems. During development, several spatial distribution proposals were evaluated during the contractual and functional phases. The final design successfully fulfilled the spatial and operational requirements of the Colombian Navy while adhering to COTECMAR's habitability standards.
Key words: Adaptability, Vessel design, User centered design, Accommodations, Living spaces, Habitability.
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[1] J. C. Martínez Martínez, L. G. Julio Arango and P. Areiza Frieri, "Adaptability of Living Spaces During the Basic Design Phase: Case of the Colombian Ocean Patrol Vessel (Patrullera Oceánica Colombiana - POC )" Ship Science and Technology ( Cartagena), vol. 18, no. 36, pp. 21-31, 2025. DOI: https://doi.org/10.25043/19098642.259
Since 2014, the Corporation of Science and Technology for the Development of the Naval, Maritime, and Fluvial Industry (COTECMAR) has been working on the design of a new generation of Offshore Patrol Vessels (OPVs). These vessels are intended to support the Colombian Navy in missions such as patrolling, maritime interdiction, maritime control, search and rescue operations, environmental protection, and humanitarian assistance. These missions are currently performed by various types of vessels, including the OPV80 class, whose design was licensed from the German company Fr. Fassmer GmbH & Co. KG.
Following the licensing, construction, and commissioning of three vessels—the ARC 7 de Agosto, ARC 20 de Julio, and ARC Victoria—COTECMAR’s goal was to design a second-generation OPV. This new design aimed to incorporate lessons learned from previous projects, address new operational requirements, and allow for future growth in capabilities and features.
In 2018, the preliminary design of the OPV93 (Offshore Patrol Vessel 93) was completed, meeting the operational requirements and addressing the improvement needs identified in earlier vessels (see Fig. 1).
Fig. 1. Offshore Patrol Vessel - OPV93, Main data.
However, in 2021, during the post-pandemic period, the project budget was adjusted due to the global economic impact of COVID-19, including its effects on the shipbuilding industry. This budget reduction affected the OPV93 design, prompting the development of a modified design that retained the OPV93 hull while reducing costs.
Focusing on the area of habitability, the living spaces—also referred to as accommodation spaces—were adapted during this design adjustment process. In some cases, the areas were reduced, which decreased the total crew capacity compared to the OPV93. However, the design retained the improvements introduced in the OPV80 while creating a new OPV concept, named the Colombian Ocean Patrol Vessel (Patrullera Oceánica Colombiana - POC) (see Fig. 2).
Fig. 2. Patrullera Oceánica Colombiana-POC, Main data.
The initial design process for a vessel typically involves three stages: conceptual design, preliminary design, and contract design. This process is often illustrated by the design spiral, which shows how designers iteratively refine and balance interrelated parameters to meet design objectives as the project progresses (Eyres, 2007).
Fig. 3. Classical Evans design spiral diagram. (Eyres, 2007).
At COTECMAR, the contract design phase involves defining the groups within the Work Breakdown Structure system, an activity referred to as functional design.
As the design advances, it undergoes periodic checks to verify compliance with each of the established requirements. This iterative process continues until a single design is achieved that satisfies all constraints and balances all necessary considerations. This approach to design is classified as point-based design, as each iteration aims to develop a solution that meets the requirements (Singer, Doerry, and Buckley, 2009).
Once a design aligns with the client's requirements, it is subjected to a final test: the integration of systems into a threedimensional model. Regardless of the software used, this step involves transitioning from two-dimensional plans to three-dimensional representations. At this stage, the hull, superstructure, auxiliary system piping, cable trays, and equipment are modeled, along with the spaces critical for habitability, such as those designed for the comfort of the crew during their time on board.
After completing the basic design phase, the project advances to the product engineering stage. In this phase, the integration of systems is finalized in preparation for the development of construction drawings, which are then used for production engineering. These steps highlight that the design process is not only aimed at creating a ship capable of fulfilling its mission—for military ships, this means their operational purpose—but also at ensuring the usability of the design for the crew or personnel who will perform onboard tasks. Thus, usability criteria are an integral part of the design process.
The platform design for the Colombian Ocean Patrol Vessel (POC) was based on the Evans Design Spiral methodology. However, the criteria for defining the accommodation spaces were developed using the Heuristic Evaluation technique, which is a component of the User-Centered Design (UCD) methodology.
The term "User-Centered Design" (UCD) first emerged in the 1970s, but it was not until 1993 that Don Norman, an expert in cognitive science and usability engineering, popularized the concept in his work on improving user experiences. Norman, who coined the title "User Experience Architect" during his time at Apple, sought to encompass all aspects of the user experience with a system (Norman, 2007).
The platform design for the Colombian Ocean Patrol Vessel (POC) was based on the Evans Design Spiral methodology. However, the criteria for defining the accommodation spaces were developed using the Heuristic Evaluation technique, which is a component of the User-Centered Design (UCD) methodology.
User Centered Design focuses on the end user as the axis of the design process, from the initial planning and requirements analysis phases to the final validations.
User-Centered Design places the end user at the core of the design process, from the initial planning and requirements analysis phases to final validations. One of the central principles of UCD is that development processes cannot be resolved as linear workflows but instead require iterative and agile reviews. These include constant evaluations and adjustments (e.g., redesigns and new developments) throughout the solution's development life cycle (Gracia Bandrés, Gracia Murugarren, and Romero, 2015).
The integration of UCD with the design spiral methodology is particularly relevant for projects involving system integration, such as the design of naval habitability. Habitability encompasses spaces that serve both the crew and passengers onboard.
The Heuristic Evaluation technique involves expert inspections and analyses of the design to identify potential usability issues. These evaluations check for compliance with predefined usability principles, also known as heuristics. These principles serve as guidelines that establish design requirements to ensure the final product is understandable and usable for the end user (Hassan and Ortega, 2009).
Fig. 4. Steps in user-centered design (PIARC, 2022).
Historically, attention to the habitability of vessels has been a relatively recent development. Even today, significant disparities remain between different types of vessels in terms of the quantity and proportion of square meters allocated per crew member or passenger (Rodríguez and Suárez de Vivero, 2003).
For each type of vessel, regulations and standards are combined with client requirements and designer criteria, making it impossible to establish uniform guidelines for all designs. In previous decades, military ships, due to their functional profiles, were exempt from the standardized control and modular use of living spaces commonly applied to other types of ships. As a result, these spaces were often perceived as inhospitable, lacking individuality and privacy.
However, modern navies have increasingly prioritized comfortable and user-friendly ships for their crews. These designs aim to facilitate rest and ensure the efficient performance of activities according to crew members' ranks and roles. Today, it is becoming less appealing for personnel to embark on missions without adequate onboard facilities. Consequently, modern ships now include features such as gyms, barber shops, and internet access to improve the quality of life for the crew.
Before developing detailed plans, it is essential to form the clearest possible idea of the vessel’s intended purpose and the challenges involved in the project. This helps to globalize the overall design and then centralize and focus on the core spaces (González, 2007).
Within the framework of the project, a series of requirements related to the recommendations given by the customers of the previous versions of the vessels were raised. These recommendations were identified and evaluated to determine the better way to implement them for the technical specifications and standards applied.
Between 2015 and 2022, several meetings were held to identify and evaluate recommendations for improving the design of OPV-type vessels. These recommendations were documented and assessed for their technical feasibility and alignment with the vessel's specifications and operational requirements. The main recommendations are outlined below:
Recommendations were compiled in a technical report.
The command of each vessel appointed representatives from their respective technical departments to share their experiences with the construction and functionality of the systems. These representatives provided feedback and suggested improvements to be incorporated into the design of future OPV-type vessels.
The Colombian Navy officially communicated recommendations for the design and/or construction of OPV-type vessels through a document sent by the Naval Fleet Command to COTECMAR.
The Ship Contract Supervision team submitted a document detailing optimization requirements for the new vessel design.
Recommendations that were evaluated and deemed viable were incorporated during this stage.
These recommendations were addressed in the general arrangement (GA) plans annexed to the construction contract signed in December of the same year.
On most modern offshore support vessels, the accommodation areas are largely designed from scratch based on the client's specific requirements and the available space within the hull. For the design of the Colombian Oceanic Patrol Vessel (POC), five heuristics were identified to guide the design of living spaces:
These heuristics were used to adapt the spaces in order to achieve an optimal distribution that considered functionality, the required area, and the roles of the crew.
The POC project is part of the Colombian Navy's effort to optimize its fleet under the framework of the Naval Development Plan 2042 (Plan de Desarrollo Naval 2042 - PND).
Currently, the Colombian Navy (ARC) operates four Offshore Patrol Vessels (OPVs): one oceanic patrol vessel (ARC Valle del Cauca, 2003) and three Exclusive Economic Zone patrol vessels (ARC 20 de Julio, 2012; ARC 7 de Agosto, 2014; and ARC Victoria, 2017). However, the ARC Valle del Cauca is nearing the end of its operational life, making its replacement a priority for strengthening the naval fleet and ensuring the protection of Colombian maritime territory.
The new vessels must meet specific physical and operational requirements. These include service spaces (kitchen, medical treatment room, laundry, canteen) and recreational spaces (cabins, mess rooms, gym).
The Colombian Oceanic Patrol Vessel must also accommodate an increase in personnel for specific missions. According to the Colombian Navy’s requirements, the platform must have the capacity to transport at least 36 additional personnel (in addition to the crew) divided into separate compartments for men and women. This is a significant improvement over previous OPVs, where 36 people of both genders were housed in a single compartment.
Additionally, the vessel must have the capacity to transport provisions and materials required for Advanced Naval Posts (PNA) in the Archipelago of San Andrés and Malpelo. This will maximize cargo capacity and enable the ship to respond to humanitarian emergencies when necessary.
For workspace and storage spaces, the ship must include the following:
Meeting these requirements is essential for ensuring functional and comfortable living spaces on a patrol vessel designed to protect the country’s maritime territory.
For the design of the Colombian Oceanic Patrol Vessel, the requirements for increased crew accommodation capacity, workspaces, and food storage were evaluated based on the following criteria:
During each design stage, the proposed layout and relationships between interior spaces were reviewed by a multidisciplinary team and the client. Feedback was integrated into the design, resulting in a final proposal represented in the vessel’s General Arrangement (GA).
The POC design achieved significant improvements in accommodation, workspace, and storage capacity compared to the first-generation OPV80 vessels.
Distribution of spaces: The distribution of spaces was guided by considerations such as crew roles, deck layout, ship stability, personnel safety, comfort, compatibility between spaces, and the functionality of spaces based on crew activities.
The living spaces of the POC, including cabins, mess rooms, bathrooms, and offices, were adapted to meet the Colombian Navy's requirements while ensuring integration with the vessel’s systems. On the main deck, due to area reductions, it was decided that cabins should include private and semi-private bathrooms that meet minimum comfort standards according to existing regulations (see Fig. 5).
Fig. 5. Main deck POC.
In contrast, the OPV93 design proposal features larger occupancy areas due to an additional deck. However, the cabins lack private or semi-private bathrooms, requiring the use of communal bathrooms (see Fig. 6 ). In the OPV80 design (ARC Victoria), the main deck uses only one side for accommodation but includes private bathrooms in the cabins (see Fig. 7).
Fig. 6. Main deck OPV93.
Table 2 is also a comparison established by rest spaces per area, according to regulation ANEP-24,1993.
Table 2. Comparative table of cabins between the different OPV types
The POC and OPV93 have new workspaces in comparison with OPV80, these compartments are the result of the different requirements of Colombian Navy and the needs of the crew during different phases of the design.
The successful operation of a ship depends on the effective integration of its systems.
At each stage of the design process, iterative reviews are essential to ensure the project objectives are met. Each system must adapt to the client’s requirements, thereby making the design flexible and resulting in a product that satisfies all considerations.
The layout of living spaces, workspaces, service spaces, and recreational spaces must adapt to evolving requirements during the design process. This requires clear design criteria that guide the configuration of spaces and facilitate the evaluation and verification of compliance with these requirements. The criteria must align with existing standards while also considering the client’s needs as the end user.
For the POC project, the User-Centered Design (UCD) methodology was applied in conjunction with the Evans Design Spiral. This approach allowed client feedback to be integrated into the design, resulting in spaces that meet their requirements while adhering to naval standards and ensuring crew comfort.
The authors declare that there are no conflicts of interest that could have influenced the results or the interpretation of the data presented in this article.
The authors of COTECMAR who participated in the article declare that they were not involved in the review, evaluation, selection and publication phases of this article.
This research did not receive any funding.
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