Ship Construction, Key Notes for This Fascinating Process_shorter

SHIP CONSTRUCTION, KEY NOTES FOR THIS

FASCINATING PROCESSRoberto Morante Villareal

Marine Engineer & Naval Architect

MATERIALS & MARINE STRUCTURES DEPARTMENT MANAGER

COTECMAR

Km 9 Via Mamonal - Cartagena

rmorante@cotecmar.com

roberto.omar.morante.villareal@gmail.com

SHIP CONTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS

SHIPBUILDING OVERVIEW

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

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 worldUse in world trade - product travels all over the worldFlags of convenienceForeign labor costs/conditionsWorld trade growthNational goals (policies)Relatively low labor skills required for both shipbuilding and ship operationLabor 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

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

Vessels

238 000

Total 354 000

SHIPBUILDING AROUND THE WORLD

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

Seagoing Auxiliaries 1700

Service and Other Craft 8900

Total 26 450

MARINE COMPANIES AND EMPLOYMENT

Companies/

Organizations

Employment

(000s)

Industry

Sector Min. Max. 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

Totals 4500 6000 5200 6355

Min/Max Range given due to uncertainty

MAJOR SHIPYARDS

Region Countrie

North America 1 3

South America 1 1

Western Europe 6 9

Eastern Europe 1 1

Asia 4 25

World Total 13 39

MEDIUM-SIZED SHIPYARDS

Region Countrie

North America 1 6

Western Europe 8 23

Eastern Europe 4 7

Asia 5 40

World Total 18 76

SMALL SHIPYARDS

Region Countries Yards

North America 2 36

South America 5 13

Western Europe 14 144

Eastern Europe 8 37

Africa 2 10

Australasia 1 10

Asia 11 110

World Total 47 347

NUMBER OF SHIPS DELIVERED ANNUALLY

Country Number Revenues

(US $ Billions)

USA 5 – 8 11

Germany 30 – 40 5

Japan 175 – 250 20

Korea 150 – 200 15

China 20 - 40 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

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

• 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 TypeLARGE 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

ProductionDesign

• concurrent

• interactive

created

determined

DESIGN AND PRODUCTION MUST WORK INTERACTIVELY

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

• 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

- 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

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 SupportSHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS

Roberto Morante Villareal

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 SupportSHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS

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)

Figure 2.2 - The Projection of Lines onto 3 Orthogonal Planes

Figure 2.3 - The Half-Breadth Plan

Intersection of planes (waterlines) parallel to the

baseline (keel).

Figure 2.4 - The Sheer Plan

Intersection of planes (buttock lines) parallel to the

centerline plane

Figure 2.6 - The Body Plan

Intersection of planes to define section line

Sectional lines show the true shape of the hull

Forward sections from amidships : R.H.S.

Aft sections from amid ship : L.H.S.

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

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 informationpackages,

Use of Concurrent Engineering and associated teams toensure design/production engineering, and

The use of design build plans by the most recentdesign/planning

Engineering for Ship Production

Engineering for Ship Production (Cont.)

Engineering for Ship Production (Cont.)SHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS

Engineering

for Ship

Production

(Continued)

Engineering

for Ship

Production

(Continued)

Engineering

for Ship

Production

(Continued)

Engineering

for Ship

Production

(Continued)

Engineering

for Ship

Production

(Continued)

BLOCK A MEGA-BLOCK B + C BLOCK D BLOCK E BLOCK F

Vosper Thornycroft

BAE Marine Barrow

BAE Marine Govan

UK MOD TYPE 45 SHIP GRAND BLOCK BREAKDOWN

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

B&V Construction inside a Covered Floating Dry-dock

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

• All shipyards have the same basic processes.

SHIPBUILDING PROCESSES

NON-CONSTRUCTION CONTRUCTIONAdministering StoringManaging HandlingMarketing PreparingDesigning CuttingEstimating FabricatingContracting WeldingEngineering AssemblingPlanning Block ConstructingOrdering/Buying Block Outfitting & PaintingManaging Material Block ErectingDelivering Zone OutfittingGuaranteeing 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

ZONE OUTFITTING

• 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 “Product-oriented” rather than System-oriented.

• Zone construction may or may not use Advanced Outfitting.

ZONE CONSTRUCTION

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.

ZONE CONSTRUCTION (Continued)

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 safetyBENEFITS• 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

Modular cabin Advanced Outfitting

Multilevel On-unit Advanced Outfitting

LAUNCHING METHODS

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

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

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

Marine Engineer & Naval Architect

MARINE STRUCTURES & MATERIALS DEPARTMENT MANAGER

rmorante@cotecmar.com

roberto.omar.morante.villareal@gmail.com

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