Ship Construction, Key Notes for This Fascinating Process_shorter

SHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS Roberto Morante Villareal Marine Engineer & Naval Architect MATERIALS & MARINE STRUCTURES DEPARTMENT MANAGER R+D COTECMAR Km 9 Via Mamonal - Cartagena [email protected] [email protected]

SHIP CONTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS

SHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS Roberto Morante Villareal

SHIPBUILDING OVERVIEW


KEY CONCEPTS • • • • • • •

Long history from the earliest beginnings of mankind Very traditional and conservative Slow introduction of change Basic approach is similar over the years Change from wood to iron to steel Change from oars to sail to steam with paddlewheel to propeller to diesel Factors impacting shipbuilding (compared to automobile and aircraft industry) Portability of the product - able to pick it up anywhere in the world Use in world trade - product travels all over the world Flags of convenience Foreign labor costs/conditions World trade growth National goals (policies) Relatively low labor skills required for both shipbuilding and ship operation Labor intensive with easily transferred shipbuilding skills and contribution to balance of payments makes it an attractive industry for developing countries Relatively low investment cost.

• •

Shipbuilding Industry made up of many segments Company Types: depends on where you are in supply chain


SHIPBUILDING AROUND THE WORLD


SHIPBUILDING AROUND THE WORLD Largest shipbuilding countries in world are Japan and Korea each at about 33% of world demand Europe comes in at a paltry 10% China growing fast at 2% per year. Currently about 9% To maintain its leading position Japan has been able to improve productivity at an average of 7% per year over the past 20 years. Korean productivity is lower at 5% per year but still impressive. U.S. shipbuilding struggles to improve at an annual rate of 2 ½%


SHIPBUILDING AROUND THE WORLD

THE WORLD FLEET AS A WHOLE Ship Type Category Number Cargo Ships 40 000 Passenger Vessels 7 500 Naval Ships and Craft 26 500 Other Self-Propelled Vessels 42 000 Barges and Other Inshore 238 000 Vessels Total 354 000


THE WORLD FLEET OF NAVAL SHIPS AND CRAFT Ship Type Category Number Aircraft Carriers 30 Submarines 600 Large Surface Combatants 800 Small Surface Combatants 8150 Mine-Warfare Ships and Craft 1070 Amphibious-Warfare Ships and 5200 Craft Seagoing Auxiliaries 1700 Service and Other Craft 8900 Total 26 450


MARINE COMPANIES AND EMPLOYMENT Industry Sector

Companies/ Organizations Min. Max.

Employment (000s) Min. Max.

Ship Design

350

450

25

35

Shipbuilding

450

500

335

400

Manufacturing

800

1,000

500

800

Ship Operation

2000

3000

1750

2250

Navies

400

450

2500

2750

Ship Repair

500

600

100

120

4500

6000

5200

6355

Totals

Min/Max Range given due to uncertainty


MAJOR SHIPYARDS Region North America South America Western Europe Eastern Europe Asia World Total

Countrie s 1 1 6 1 4 13

Yards 3 1 9 1 25 39


MEDIUM-SIZED SHIPYARDS Region North America Western Europe Eastern Europe Asia World Total

Countrie s 1 8 4 5 18

Yards 6 23 7 40 76


SMALL SHIPYARDS Region North America South America Western Europe Eastern Europe Africa Australasia Asia World Total

Countries

Yards

2 5 14 8 2 1 11 47

36 13 144 37 10 10 110 347


NUMBER OF SHIPS DELIVERED ANNUALLY Country

Number

Revenues (US $ Billions)

USA Germany Japan Korea China

5– 8 30 – 40 175 – 250 150 – 200 20 - 40

11 5 20 15 2


European Shipbuilding


GENERAL OBSERVATIONS • The shipyards are the few private shipyards that are still trying to compete in commercial shipbuilding. • Their productivity is still lower than Japan but is similar to Korea. • Some of the shipyards have a very long history (up to 300 years) whereas some are relatively new (50 years) • They have all been “modernized” but three of them were the reconstructed East German Shipbuilders and are the most modern. •Most shipyards receive some subcontracted structural blocks. However the Dutch carry it to the extreme of having hulls subcontracted which they complete.


Kvaerner Masa Turku Shipyard Findland


Flensburgh Shipyard Germany


Volkeswerft Shipyard Germany


Volkeswerft Shipyard Germany


Aker MTW Shipyard Germany






Kvaerner Warnow Shipyard Germany


Asian Shipbuilding


GENERAL OBSERVATIONS •Japan became the world shipbuilding leader in 1960s. Taking about 30 years to accomplish it. •Japanese shipyards have production workers of 700 to 1,200, of which up to 50% could be in-house sub contractors. •Japanese shipyards deliver from 5 VLCCs to 21 Bulk Carriers per year. •Japanese shipyard annual steel throughput is from 120,000 to 200,000 tonnes. •Japanese shipyards, as a block, are the most automated.


Kawasaki Shipyard Japan


IHI Kure Shipyard Japan


Oshima Shipyard Japan


Sanoyas Shipyard Japan


Samho Shipyard Korea – Hyundai Subsidiary


Daewoo Shipyard Korea


Samsung Shipyard Korea


Hanjin Busan Shipyard


GUANGZHOU Shipyard


SHANGHAI WAIGAOQIAO Shipyard


Dalian New Shipyard


Hyundai Shipyard Korea The World’s Largest Shipyard


Hyundai Shipyard Korea The World’s Largest Shipyard


MARKETS, DEMAND AND SUPPLY IN SHIPBUILDING


KEY CONCEPTS: • Market Share of different types of ships • • • • • •

Large Medium Niche Changing value over time of different ship types per CGT World Shipbuilding capacity is 50% greater than demand Result is fierce competition and prices below construction cost This requires subsidies in some form or other from governments Korea has increased its shipbuilding capacity by 50% over 1994-96, whereas most other countries are constraining their ambitions China is increasing number and capacity of shipyards, and their capability in size and complexity of ships


SHIPBUILDING MARKETS (Continued)


DEMAND AND SUPPLY • 40+ Million GT World shipbuilding annual capacity • Current annual shipbuilding demand 30+ Million GT

• Demand has peaked, capacity still increasing mainly in China but in Korea repair yards are being converted into new construction yards. • Competition is fierce and shipbuilding subsidies are required by most countries

• Profit levels are low <5%





SHIPBUILDING MARKETS Markets Segments by Ship Type LARGE VOLUME Bulk Carriers General Cargo Tankers

INTERMEDIATE VOLUME Container Ships RO RO Ships Chemical Tankers Ferries Reefer Ships

NICHE VOLUME Passenger /Cruise Ships Car Carrier LPG Carrier Oil/Bulk/Ore LNG Carrier


SUPPLY (Continued) • Hyundai, with 6 drydocks and 16,000 workers produces 60 to 70 ships per year. • Daewoo, with 3 drydocks and 8,000 workers produces 30 to 40 ships per year • Japanese shipyards focus assembly on 1 dry-dock and produce 6 to 8 ships per year. • General Dynamics with two shipyards and 14000 workers produce 4 ships per year. • Newport News Shipbuilding with 18,000 workers produce one aircraft carrier every 4 to 5 years plus a few submarines


FACTORS EFFECTING SHIPBUILDING MARKETS, DEMAND AND SUPPLY


FACTORS AFFECTING SHIPBUILDING MARKETS, DEMAND AND SUPPLY

• Freight rates and scrapping rates depend on surplus Tonnage. • Surplus tonnage for tankers is reducing and, of course, is impacted by the double hull requirement • Surplus for bulk carriers is at ten year higher.


DESIGN FOR PRODUCTION


DESIGN AND PRODUCTION MUST WORK INTERACTIVELY cost

determined

Design

created

time

• concurrent • interactive

Production


DFP PRINCIPLES There are two main principles for DFP for ships, namely 1) all design should strive for simplicity, and 2) all design should be the best suitable for a given shipyard facility. These can be further expanded as follows: Simplicity in Design •reduction in joint weld length, •minimum number of parts, •minimum number of parts to be formed, •part standardization, •reduction of part variability, •minimum fitting/fairing of erection joints, •elimination of need for highly accurate fitting, •integration of structure and outfit, •elimination of need for staging, and •consideration of access.


DFP PRINCIPLES (Continued) Matching to Shipyard Facilities •checking that blocks and machinery package units and outfitted blocks are within shipyard lifting capability, •assembly and block sizes fit panel line, workstations and door openings, •use maximum plate sizes and corresponding block breaks to minimize connecting joint weld length, and •maximize design for in-shop versus on-ship work.




DFP IN BASIC DESIGN HULL FORM USAGE


• Merchant Ship • Naval & Coast Guard Vessel • Recreational Vessel • Utility Tugs

• Research & Environmental Ship • Ferries


DFP IN BASIC DESIGN HULL FORM BY SUPPORT TYPE


• Aerostatic Support - ACV (Air Cushion Vehicles) - SES (Captured Air Bubble) • Hydrodynamic Support - Hydrofoil - HYSWAS (HYdrodynamic Small Waterplane Area Ship) -Planning Hull • Hydrostatic Support - Conventional Ship - Catamaran - SWATH (Small Waterplane Area Twin Hull) - Deep Displacement • Submarine - Submarine - AUV/ROV


Aerostatic Support - Supported by cushion of air generated by a fan. - ACV (Air Cushion Vehicle) hull material : rubber propeller : placed on the deck amphibious operation - SES (Surface Effect Ship) side hull : rigid wall(steel or FRP) bow : skirt propulsion system : water jet propulsion, supercavitating propeller, not amphibious operation


Aerostatic Support


Aerostatic Support

E


Aerostatic Support


Hydrodynamic Support Planning Hull

- supported by the hydrodynamic pressure developed under the hull at high speed - V or flat type shape - commonly used in pleasure boat, patrol boat, missile boat, racing boat


Hydrodynamic Support



Hydrofoil Ship - supported by a hydrofoil, like wing on an aircraft - fully submerged hydrofoil ship - surface piercing hydrofoil ship








Hydrostatic Support

• Displacement ship - conventional type of ship - carries high payload - low speed • SWATH - small waterplane area twin hull (SWATH) - low wave-making resistance - excellent roll stability - large open deck - disadvantage : deep draft and cost

• Catamaran/Trimaran - twin hull - other characteristics are similar to SWATH • Submarine


Hydrostatic Support


Hydrostatic Support


Hydrostatic Support


Hydrostatic Support


Hydrostatic Support


Hydrostatic Support


Hydrostatic Support


Hydrostatic Support


DFP IN BASIC DESIGN HULL FORM DEVELOPMENT


The Design Spiral


Ship Hull Form and Geometry • Since the ship is a 3-dimensional shape, data

in x, y and z directions is necessary to represent the ship hull. •Table of Offsets •Lines - body plan (front View) - shear plan (side view) - half breadth plan (top view)


Ship Hull Form and Geometry

Figure 2.2 - The Projection of Lines onto 3 Orthogonal Planes


Ship Hull Form and Geometry Intersection of planes (waterlines) parallel to the baseline (keel).

Figure 2.3 - The Half-Breadth Plan


Ship Hull Form and Geometry Intersection of planes (buttock lines) parallel to the centerline plane

Figure 2.4 - The Sheer Plan


Ship Hull Form and Geometry Intersection of planes to define section line Sectional lines show the true shape of the hull form Forward sections from amidships : R.H.S. Aft sections from amid ship : L.H.S.


Ship Hull Form and Geometry SHIP SURFACE FAIRING

• • • • • •

Maximize parallel body Maximize flat of bottom and flat of side Use a straight line stem profile Use a flat vertical transom Make sure the forefoot shape has fair frame lines Select a bilge radius so that one plate width can handle bilge strake • Eliminate shape that forces decision to use castings in the stem and stern




Ship Hull Form and Geometry EconoForm: Entirely flat or conical surfaces, patented in 1999



Fishing vessel

Tug




DESIGN/PRODUCTION INTERFACES


Design/Production Interfaces • Implementation of the Build Strategy in order to: Prepare a design that takes into account agreed processes, facilities and equipment design out non-value work

ensure integration of steel and outfit work to give shortest delivery schedule increase STANDARDIZATION



Design/Production Interfaces (Continued) • Definition of processes and standards to allow simple of effective planning systems to be used. • Development of Interim Product System

• Production simplification • Definition of optimum methods based on existing facilities and equipment to maximize flowline production

• Identification of facility and equipment changes that will improve productivity • Communication of change to technical and planning functions



Design/Production Integration (Continued) These can be seen in the following current shipbuilding practices:  Use of 3D product model as design/ production integrator,  Product-oriented Work Breakdown Structures (PWBS),  Intermediate product catalogs/databases,  Development of Shipbuilding Policies,  Use of Build Strategies,  Preparation of engineering as workstation information packages,  Use of Concurrent Engineering and associated teams to ensure design/production engineering, and  The use of design build plans by the most recent design/planning


Engineering for Ship Production


Engineering for Ship Production (Cont.)








Engineering for Ship Production (Continued)





















Vosper Thornycroft BAE Marine Barrow BAE Marine Govan

BLOCK A

MEGA-BLOCK B + C

BLOCK D

BLOCK E

BLOCK F

UK MOD TYPE 45 SHIP GRAND BLOCK BREAKDOWN


UK MOD TYPE 45 SHIP BOW GRAND BLOCK


UK MOD TYPE 45 SHIP BOW GRAND BLOCK


UK MOD TYPE 45 BOW SECTION DESTROYER


UK MOD TYPE 45 MID BODY DESTROYER


COMPLETED UK TYPE 45 DESTROYER


SPANISH FRIGATE BLOCK BREAKDOWN Spanish Built Norwegian Frigate Block Breakdown


NAVAL SHIP ON-BLOCK OUTFITTING


NAVAL SHIP ON-BLOCK OUTFITTING


B&V Construction inside a Covered Floating Drydock


SHIPBUILDING PROCESS


SHIPBUILDING PROCESSES

• The shipbuilding process consists of fabricating raw material into ship parts and assembling them, along with purchased equipment and components (interim products) to produce the finished product, namely the ship. • All shipyards have the same basic processes.


SHIPBUILDING PROCESSES NON-CONSTRUCTION Administering Managing Marketing Designing Estimating Contracting Engineering Planning Ordering/Buying Managing Material Delivering Guaranteeing

CONTRUCTION Storing Handling Preparing Cutting Fabricating Welding Assembling Block Constructing Block Outfitting & Painting Block Erecting Zone Outfitting Launching Testing


SHIPYARD PROCESSES (Continued) • Processing Equipment Structure Blast & Prime Cut and Mark Plate Forming Shape Forming Panel Line Assembly Line Block Line Curved Block Assembly • Processing Equipment Pipe Cutting Flanging Bending


Structural Plate Parts


Pipe Pieces


Structural Profiles


Hull Fitting Parts


Slot Web Frame System


Split Double Bottom Block Line


Subassembly Pallets


Block Outfitting


Grand Block Assembly


Curved Block Line


Large Block being Outfitted


Block Assembly Jig


Outfitted Block Being Erected in Building Dock


Grand Block Being Outfitted








Modern Covered Inclined Building Berth


Building Dock


Elevator for Mega Block Movement to Building Dock


A Very Heavy Lift Movement (14000 t)


Subcontracted Blocks (Some Outfitted) delivered on Barge


Subcontracted Blocks (Some Outfitted) delivered on Barge


ZONE OUTFITTING


ZONE CONSTRUCTION • Zone Construction is a management methodology based on organizing work by Zone rather than by System. • Zone Construction relies as much on who does the planning, scheduling and control, as the actual tools and techniques for organizing the work. • The intent of breaking the ship down into Zones is to reduce the management tasks in size by being “Productoriented” rather than System-oriented. • Zone construction may or may not use Advanced Outfitting.


ZONE CONSTRUCTION (Continued) The benefits of Zone Outfitting are:

• Reduced Work Package size and scope, by focusing on Zones rather that the ship or large portions of it. • This results in a level that an individual is more capable of understanding and managing. • Forcing all departments to pay attention to the planning and interfaces in which they are involved. • Forcing Production to take an active role early in the product development. • Promoting the use of multi-skilled teams. • Engineering provides technical documentation that supports Zone Outfitting.


ADVANCED OUTFITTING


ADVANCED OUTFITTING • It is the fitting to ship structure, before and after it is erected on the building berth, of outfit items at a significantly earlier time in the building sequence than is traditional. • The organization of information and materials to a plan that applies labor and facilities to integrate ship’s structure and outfit materials at the earliest and most cost effective stage of the construction process. • Advanced Outfitting is normally divided into three types, namely: On Unit On Block On Board


ADVANCED OUTFITTING (Continued) GOALS • Minimize on board outfitting • Reduce outfitting time thus total building time • Simplify outfit planning • Avoid interference between trades • Improve material handling • Improved use of cranes • Improved quality, productivity and worker safety BENEFITS • Reduced/eliminated overhead work • Improved access, (workers and material) ventilation and lighting • Reduced/eliminated scaffolding • Reduced/eliminated on board services • Improved tool/equipment availability


On-block Advanced Outfitting







Finish On-block Advanced Outfitting


Finish On-block Advanced Outfitting


Modular cabin Advanced Outfitting


Multilevel On-unit Advanced Outfitting


LAUNCHING METHODS


End Inclined Sliding Launch


End Inclined Sliding Launch


Launching Ways and Cribbing


Rotating Fore Poppet


Stern Cribbing and Shoring


Center Ground Way with Teflon Strips


Center Way Crushing Strip Fore Poppet


Side Launching


Side launching Excitement


To Have a Canal –> Will Build ships


Ship In Floating Dock Prior to Launch


Ingalls Launching Sequence


Submersible Barge Launching System


Getting the Foot out of the Shoe – Launching from Building Dock


Building Ledge and Dry-dock


Multiple Repair Ledges for Overflooding


SHIPYARD EQUIPMENT


Plates Leaving Blast and Prime Machine


Material Handling – Automated Guided Vehicle (AGV)


Plasma Cutting and Marking Machine


Laser Cutting and Marking Machine


Automated Milling Machine – Two plates at a time


Panel Line


Laser Welding Panel Line


Laser Welding Panel Line


Two Large Panel Lines


Special Panel Turnover Device for Two-sided Welding


Material Handling – Profile Magazine – pre-processing


Material Handling – Profile Magazine – post-processing


Robotic Profile Cutting and Marking Line with Conveyors


Material Handling and Robotic Arm for Profile Cutting


Same Robotic Arm used for Welding and Cutting


Semi Automatic Stiffener Fit and Tack Weld Station


Robotic Sub Assembly Line


Long Plate Butt and Girder Fillet Laser Welding Machine


Robotic Double Bottom Welding Machine


Robotic Material Handling for Robotic Tack Welding Machine


Robotic Stiffener Handling and Tack Welding


Robotic Welding Subassembly Line


Robotic Double Hull Welding Workstation


Robotic Double Hull Welding Line


Robotic Double Hull Welding Machine


Robotic Welding Machine Working with Curved Panels


Rolls for Shaping Plate with Single or Minimum Double Curvature


Ring Press for Shaping Plate with Double Curvature


Hydraulic CNC Frame Bender


Plate Shaping by Line-heating


Early Tilt Table for Welding Curved Plate Panels


Moving Curved Block Line – Pin Jigs on Platforms


Modern (In Line) Tilt Table for Welding Curved Plate Panels


Modern (In Line) Tilt Table for Welding Curved Plate Panels


Pipe Stowage Magazine – pre processing


Pipe Bending Machine


Material Handling Automation – Conveyor Systems


Material Handling Building Dock gantry/Goliath Cranes


Grand Block Elevator

THANKS SHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS Roberto Morante Villareal Marine Engineer & Naval Architect MARINE STRUCTURES & MATERIALS DEPARTMENT MANAGER [email protected] [email protected]

Ship Construction, Key Notes for This Fascinating Process_shorter

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