Helmut Mayer B.E.-Aerospace B.Sc.-Psyc
GradIEAust RPEQ 6516
Mayer, Helmut, 2004. An Essay on Future Trends in Bulk Cargo Handling in Ports. In Proceedings of the International Conference on Port Handling Systems, Mumbai, October 5-7
Abstract
Recent rapid rises in global demand for steel have driven an increase in trade for basic commodities such as coal and iron ore, which is a trend expected by analysts to continue. In response, suppliers of these commodities are endeavouring to respond quickly by increasing the throughput capacity of their existing, and sometimes quite old, facilities. However, as soon as these short term strategies are exhausted, an ongoing rise in the demand will see a need to rethink ports planning. This essay discusses how port planners may respond in the future with influences on blending capacities, ship sizes, machine design and other factors.
Mayer Helmut, Stark Hugh L. and Ford Robin, 2004. One foot in jail: Mitigating the influence of erros on the outcome of Design Processes for industrial plant. In Proceedings of The International Design Conference - Design 2004, Dubrovnik, May 18-21 2004
Abstract
From the perspective of practicing designers of industrial plant, there is a need for design science to acknowledge the fact that a mountain of decisions has to be got through, while minimising errors and omissions to manageable levels, and that these decisions need to be made in varying decision environments.
On the basis of experience and observation, we reconceptualise the design process and decision environments within which engineers strive to manage their error outcomes.
A characteristic decision map is proposed, with which the risks of errors, and other difficulties associated with a design task, can be assessed in terms of the decision environments in which the decisions are to be made, so that these difficulties can be managed.
Mayer Helmut, 2002. Dealing with Professional Liability, Development Contingents and Risk to stimulate efficient yet innovative Engineering Design. In Proceedings of the IEAust Queensland Central Region Conference 13-15 September 2002. Item 2
Abstract
Over the last few decades, every engineer worldwide has come to know the pressure of having to make developments work in less time and fewer resources. Although such pressure does lend itself to the endeavour of making miracles happen with nothing, in excess it leads to inappropriate development contracts between designer and developer, inequitable risk/benefit distribution, inadequate management of risk and, perhaps worst of all, a general lack of innovation.
If Engineers wish to rekindle their influence on the decision making processes associated with development and ensure appropriate engineering is applied in their execution and operation, then they need to offer innovative solutions both upstream and downstream of their own work desk.
This paper offers an articulation of design risk that categorically demonstrates the need to allow for adequate contingent budgets and further discusses how contracts could be structured to protect a) the engineers from precarious negligence views, b) the PI insurer from unsustainable Professional liability and c) the developer and third parties from loss due to acts, errors and omissions. Innovative means of distributing benefit with risk are sought to provide the comfort needed by both designer and developer to stimulate innovation while still providing the incentive to be efficient. Finally, the paper touches on research being conducted by the author on improving design processes so that the above concepts can be embraced with confidence.
Mayer Helmut, Stark Hugh L., and Mayer, Hans P., 2001. Designer's Potential Liability, Development Contingents and the Representation of Risk. Proceedings of the 7th International Conference on Bulk Materials, Storage, Handling and Transportation. V.2, pp. 633-637
Abstract
Professional liability has become a perennial problem for the independent designer, particularly the one-off designer who provides the design services for cranes and bulk materials handling machines. Part of the problem can be seen to be the way engineers have been representing the risk associated with their work. This has lead to the distressing notion that a bid price does not need to include a development contingent when the design is sub contracted.
A form of representation of risk is proposed in terms of permissible error rate associated with a particular level of development contingent. It is suggested that for a 5% (of purchase price) contingent to be adequate, the designer is allowed no more than 1 error in 300 design decisions. This representation could be used to argue for the provision of such a contingent, and to let the designer share in the residual of that contingent on completion of the job. Should the contingent not suffice, then a claim could be made against the professional indemnity insurer, but that claim be reduced by the contingent.
This allows the developer to budget and be properly protected by insurance, allows the designer to share in the benefits of the risks he is expected to take, and allows for the insurer to see a substantially larger excess than is noted on the policy.
Mayer H., Stark H.L., and Ambrose S., 2000. Review of Fatigue Design Procedures for Pressure Vessels. International Journal of Pressure Vessels and Piping. V. 77, pp. 775-781
Abstract
When applying detailed fatigue analysis to welds in pressure vessels, designers encounter practical difficulties with the methods required by national standards such as ASME BPV Section VIII Div. 2, BS5500 and AS1210.
This paper discusses the main fatigue design stress parameters, being
a) the stress intensity range and b) the principal stress range,
and evaluates these for their validity over the scope of fatigue conditions they are required to predict.
It was concluded that a practical and conservative approach for a given weld detail is to calculate a geometric stress at the critical location, select the larger of the two parameters, and to compare this to a fatigue curve based on undressed welded specimens. It was further concluded that an additional fatigue strength reduction factor of 2 be superimposed when the principal stress direction changes significantly.