Interaction of design-production stages in
hull and piping shipbuilding works.
Dasarapalli Harshavardhan Reddy
Master Thesis
Presented in partial fulfilment
Of the requirements for the double degree:
“Advanced Master in Naval Architecture” conferred by University of Liege
"Master of Sciences in Applied Mechanics, specialization in Hydrodynamics, Energetics and Propulsion” conferred by Ecole Centrale de Nantes
Developed at "Dunarea de Jos" University of Galati in the framework of the
“EMSHIP”
Erasmus Mundus Master Course in “Integrated Advanced Ship Design”
Ref. 159652-1-2009-1-BE-ERA MUNDUS-EMMC
Supervisor: Prof.Ionas Ovidiu, "Dunarea de Jos" University of Galati.
Reviewer: Prof. Tadeusz Graczyk, West Pomeranian University, Szczecin.
Galati, February 2015
DASARAPALLI HARSHA VARDHAN REDDY
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DECLARATION OF AUTHORSHIP
I declare that this thesis and the work presented in it are my own and has been generated by
me as the result of my own original research.
Where I have consulted the published work of others, this is always clearly attributed.
Where I have quoted from the work of others, the source is always given. With the exception
of such quotations, this thesis is entirely my own work.
I have acknowledged all main sources of help.
Where the thesis is based on work done by myself jointly with others, I have made clear
exactly what was done by others and what I have contributed myself.
This thesis contains no material that has been submitted previously, in whole or in part, for
the award of any other academic degree or diploma.
I cede copyright of the thesis in favour of the “Dunarea de Jos University of Galati”,
Romania.
Date: - 24/01/15. Signature.
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 4 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Abstract
Due to the high labour costs and the stiff competition from the east, the shipyards and the
design offices are looking for a viable solution to keep the costs competitive and also at the
same time not compromising the quality of the build. A good suitable option is to build a
bridge between design offices and shipyards to understand each other better.
Allocation of more time on the detailed information and production information stages in
the design offices help the shipyard designers and workforce to simplify the production of
the ship as the information is easier to understand, thus reducing the time required at the
shipyard for the ship building. In turn reduction of the man hours required at shipbuilding
and also employing low skilled labour in turn saving a lot of money and improve the activity
on the whole. The saving of the raw material by optimisation the cutting plates using Auto
nesting is also investigated.
The summary of the thesis is to identify the cost estimates by using man hours at the various
stages of the detailed and production design stages and also optimising the material costs.
Thus providing a feast able solution for the design offices to do adapt this integration of
detailed design stage and the production information stages to the shipyards.
In the thesis due to the complexity of the ship, the analysis carried out is for a single
compartment of a ship and limited to the hull and piping works.
The thesis is carried out at a design office called S.D.G (Ship Design Group) located at
Galati, Romania and also at Damen Shipyard, Galati, Romania.
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ACKNOWLEDGMENT
The author would like to acknowledge the following honourable dignitaries and professors
for their benevolent help towards the success of the thesis
1. Professor Philippe Rigo (ULG, Belgium.)
2. Professor Leonard Domnisoru (UGAL, Romania.)
3. Professor Jean David Caprace (UFRJ, Brazil.)
4. Mr.Ionas Ovidiu (Technical director at S.D.G, Romania.)
5. Mr.Stefan Giuglea (Deputy Managing Director at S.D.G, Romania.)
6. Mr.Giani Toma (Project manager at S.D.G Romania.)
7. Mr.Gabriel Chiriac (Project Manager at S.D.G Romania.)
8. Miss.Raluca Enache (Engineer at S.D.G Romania.)
9. Mr.Florin Spataru (Managing Director at Damen Shipyards, Galati.)
I would also like to acknowledge my family, friends and my close friend Laura for their
immense support during my entire tenure of studies.
This thesis was developed in the frame of the European Master Course in “Integrated
Advanced Ship Design” named “EMSHIP” for “European Education in Advanced Ship
Design”, Ref.: 159652-1-2009-1-BE-ERA MUNDUS-EMMC.
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 6 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Table of Contents
INTRODUCTION ........................................................................................................ - 11 -
Description of the thesis ........................................................................................... - 14 -
SOFTWARE’S DESCRIPTION................................................................................. - 16 -
Introduction .............................................................................................................. - 16 -
Nupas Cadmatic........................................................................................................ - 17 -
Nestix ......................................................................................................................... - 24 -
Aveva hull detailed design ....................................................................................... - 27 -
DETAILED DESIGN AND PRODUCTION INFORMATION .............................. - 32 -
Piping module during this phase ............................................................................. - 33 -
Hull module of this phase......................................................................................... - 55 -
SHIP PRODUCTION AT THE SHIPYARD ............................................................ - 80 -
ECONOMIC ANALYSIS ............................................................................................ - 89 -
CONCLUSIONS .......................................................................................................... - 95 -
REFERENCES ............................................................................................................. - 96 -
APPENDIX ................................................................................................................... - 97 -
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List of Figures
Figure 1 Design spiral (Sourced- Practical Ship Design by D.G.M Watson) ............... - 12 -
Figure 2 various types of ships categorised (Sourced-Practical Ship Design by D.G.M
Watson) .......................................................................................................................... - 13 -
Figure 3 Stages of work at design office ........................................................................ - 14 -
Figure 4 The conventional type of general arrangement design in 2D (Sourced- Nupas
Cadmatic Handbook) ..................................................................................................... - 18 -
Figure 5 Nupas Cadmatic 3D General arrangement Design (Sourced-Nupas Cadmatic
Handbook) ...................................................................................................................... - 18 -
Figure 6 A typical example of a design bench in Nupas cadmatic ................................ - 20 -
Figure 7 Automatic panel and subpanel naming for easier access later ....................... - 20 -
Figure 8 Work bench breakdown tree view ................................................................... - 21 -
Figure 9 A typical 3d work bench sketch which is automatically generated (Sourced-
Nupas Cadmatic Handbook) .......................................................................................... - 21 -
Figure 10 A pyramid of Nupas Cadmatic software ....................................................... - 22 -
Figure 11 Process flow in Nupas Cadmatic package .................................................... - 22 -
Figure 12 2D view of the component designed .............................................................. - 23 -
Figure 13 3d view of the component .............................................................................. - 23 -
Figure 14 the plate selected from the component ready for cutting .............................. - 24 -
Figure 15 Flow diagram where Nestix is used .............................................................. - 25 -
Figure 16 various types of works undertaken by Nestix ................................................ - 26 -
Figure 17 Part of the plate nested using the Nestix software ........................................ - 26 -
Figure 18 the nested part created in Nestix exported to AutoCAD and send to the
shipyards ........................................................................................................................ - 27 -
Figure 19 an Example of an Aveva engine .................................................................... - 28 -
Figure 20 Flow diagram of the Aveva software............................................................. - 28 -
Figure 21 A high quality output can be obtained .......................................................... - 29 -
Figure 22 A section view of a plate with stiffeners in Aveva ......................................... - 29 -
Figure 23 A 3d view of the plate with stiffeners in aveva .............................................. - 30 -
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Figure 24 Drawing created by Aveva for the component .............................................. - 30 -
Figure 25 Subchapters involved in the chapter ............................................................. - 32 -
Figure 26 Menu for Selection of drawings .................................................................... - 33 -
Figure 27 Managing of the drawings............................................................................. - 33 -
Figure 28 Creation of the drawing ................................................................................ - 34 -
Figure 29 Application of attributes to the drawing ....................................................... - 35 -
Figure 30 Creation of the title bar ................................................................................. - 35 -
Figure 31 Creation of views for the product .................................................................. - 36 -
Figure 32 Assign Views to Page .................................................................................... - 36 -
Figure 33 Annotation of the Views ................................................................................. - 37 -
Figure 34 Creation of the labels .................................................................................... - 38 -
Figure 35 Title box with attributes ................................................................................. - 38 -
Figure 36 Pictogram and listings obtained ................................................................... - 39 -
Figure 37 exporting the drawing ................................................................................... - 39 -
Figure 38 Identification of the menu .............................................................................. - 40 -
Figure 39 Piping Isometric Menu .................................................................................. - 40 -
Figure 40 Selection of system from Menu ...................................................................... - 41 -
Figure 41 Groups and piping isometrics ....................................................................... - 41 -
Figure 42 Creation of piping isometric menu ................................................................ - 42 -
Figure 43 viewing the pipe created ................................................................................ - 42 -
Figure 44 Creation of iso view for the pipe created ...................................................... - 43 -
Figure 45 Pictogram of the pipe isometrics ................................................................... - 43 -
Figure 46 View of the pipe isometrics on the sheet ....................................................... - 44 -
Figure 47 Drawings for the vessels compartment (Top View) ...................................... - 45 -
Figure 48 piping layout from the side view ................................................................... - 45 -
Figure 49 Foundation of the marine machinery ............................................................ - 46 -
Figure 50 Side view from the aft of the ship .................................................................. - 46 -
Figure 51 Part numbering to the final design ................................................................ - 46 -
Figure 52 Final details of the particular component ..................................................... - 47 -
Figure 53 Pipe isometric view of the compartment ....................................................... - 47 -
Figure 54 Schematic of the pipes with the system.......................................................... - 48 -
Figure 55 Spool drawing ............................................................................................... - 48 -
Figure 56 Continuous spool drawing ............................................................................ - 49 -
Figure 57 Bill of materials ............................................................................................. - 49 -
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Figure 58 Description of the compartment .................................................................... - 50 -
Figure 59 Iso Sketch Checklist ....................................................................................... - 50 -
Figure 60 Piping Layout during design ......................................................................... - 51 -
Figure 61 3D model Engine room Layout ..................................................................... - 52 -
Figure 62 Service spacing allowances ........................................................................... - 52 -
Figure 63 3d model showing the service space valve spacing ....................................... - 53 -
Figure 64 Pipe modification before the optimisation .................................................... - 53 -
Figure 65 Pipe modification after the optimisation. ...................................................... - 54 -
Figure 66 Selection of the project to be used. ................................................................ - 55 -
Figure 67 Position of the particular part in the work space.......................................... - 56 -
Figure 68 Aft view of the section in 2d model ................................................................ - 58 -
Figure 69 3d model of the section of the hull ................................................................. - 58 -
Figure 70 Logistics popup box ....................................................................................... - 60 -
Figure 71 Part List ......................................................................................................... - 61 -
Figure 72 Selection Criteria for the toolbar to open ..................................................... - 61 -
Figure 73 Selection of the parts in a particular panel of a block. ................................. - 62 -
Figure 74 Cam Toolbar ................................................................................................. - 63 -
Figure 75 Selection Criterion for a block using CAM toolbar ...................................... - 63 -
Figure 76 Part coding toolbar ....................................................................................... - 64 -
Figure 77 A chart of the coded components .................................................................. - 64 -
Figure 78 Selection of the report to be made ................................................................. - 65 -
Figure 79 Verification of the Cam Data ........................................................................ - 65 -
Figure 80 A typical drawing of the structure in assembly drawings ............................. - 67 -
Figure 81 List of Materials. ........................................................................................... - 68 -
Figure 82 Profiles being allocated on the plate ............................................................. - 69 -
Figure 83 Numbering of the profiles and components................................................... - 69 -
Figure 84 A typical 2D drawings of the panel ............................................................... - 70 -
Figure 85 Panel sketches sequencing ............................................................................ - 70 -
Figure 86 Additional Sketches with building sequence ................................................. - 71 -
Figure 87 Auto nesting software user interface ............................................................. - 72 -
Figure 88 Information regarding the parts in the operation ......................................... - 73 -
Figure 89 Selection of the DXF files for the profiles and panels ................................... - 74 -
Figure 90 Files to be placed .......................................................................................... - 74 -
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Figure 91 Plate Dimensions set forth in terms of Length, Breadth and Height ............ - 75 -
Figure 92 Nesting Scenario with constrains set forth .................................................... - 75 -
Figure 93 Parts being arranged for nesting .................................................................. - 76 -
Figure 94 Report generated from Auto nesting ............................................................. - 76 -
Figure 95 Weight Specifications of the plate ................................................................. - 77 -
Figure 96 nesting document ........................................................................................... - 77 -
Figure 97 Coded information......................................................................................... - 79 -
Figure 98 measurement of the part using DCP100 tool ................................................ - 80 -
Figure 99 Simulation of the DCP 100 ............................................................................ - 81 -
Figure 100 Flow Chart of the process (Sourced- Damen Shipyards, Galati) ............... - 83 -
Figure 101 LOT (Sourced - Damen Shipyards, Galati .................................................. - 84 -
Figure 102 Job preparation layout (Sourced - Damen Yards, Galati) .......................... - 85 -
Figure 103 Building strategy with information on placement of blocks (Sourced from
Damen Shipyards, Galati) .............................................................................................. - 86 -
Figure 104 Welding procedure specifications (Sourced from Damen yard, Galati). .... - 87 -
Figure 105 Remarks section of the job description department. (Sourced - Damen
Shipyards, Galati) .......................................................................................................... - 88 -
Figure 106 Automated Nesting ...................................................................................... - 92 -
Figure 107 Automated Manual nesting.......................................................................... - 92 -
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INTRODUCTION
Economy plays a vital role in the trade for the buying and the selling of the ships. The
concept of the owner is to buy the ship which provides the best possible returns for the
investment produced and also the concurrent costs like running costs, maintenance and etc.
Therefore the final design made should be taken into account the present economic
situations also with the future predictions and the service life of the ship.
Prediction of the parameters is carried out by inputting a large number of assumed and
detailed values into the system and finding a feast able solutions to come up with.
Preparation of the design
The design of the ship involves in 3 stages primarily the conceptual design, the preliminary
design of the predictive design and the contract design.
These stages are developed using the design spiral which indicates the given objectives of
the design, the designer works towards the best solution adjusting and balancing the
interrelated parameters as he proceeds.
The conceptual design is based on the objectives created initially by the designer and at this
stage emphasis is more on the requirements of the owner and how effective is it to build it
by the designer. The concept of economic criteria is also regarded in this zone as the
profitability is the key issue rather than building the best of the best designs. However this
may be an exception in cases like the yachts and pleasure crafts where the owner emphasis
more on the design and comfort than the mere profits.
The design in this stage is not complete by the post production and the contract design are
estimated in this part which includes the structure, outfit, systems proposed by the owner
with a set of constrains.
The widely used concept is the design spiral which is as follows.
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Figure 1 Design spiral (Sourced- Practical Ship Design by D.G.M Watson)
In the initial stages the ship as it is a complex system cannot be predicted 100% thereby the
following things are defined initially.
1. Dimensions
2. Displacement and general arrangement
3. Stability and structure analysis
4. Propulsive characteristics and hull forms.
As we progress further we get into the contract stage where the following types are covered
including
1. Brief description and essential qualities and characteristics of the ship
2. Principal dimensions
3. Deadweight and weight capacities.
4. Speed requirements and quality certificates
5. Accommodation details.
6. Trail conditions, machinery and fittings
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The various types of ships include the
1. Passenger ships
2. Cargo ships
3. Warships
4. Ocean crafts
5. Fishing vessels
6. Offshore oil platforms
7. High speed crafts
Figure 2 various types of ships categorised (Sourced-Practical Ship Design by D.G.M
Watson)
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Description of the thesis
The thesis consist of 7 chapters where the first chapter involves in the description of the
thesis and the importance of detailed design and production information stages are
discussed. The second chapter involves the list of the soft wares used in the design of the
package by the design office. The third chapter comprises of the detailed design and
production information stage’s package information which consist of the list of documents
to be submitted, the application of the software in order to produce these documents. In
specifically deals with the hull and the piping part of the design. The fourth chapter involves
in the ship production where the description of the various activities of the shipyard and the
strategy in production of the ship with regards to the information obtained from the design
offices. The fifth chapter involves in the economic analysis where the package of the
detailed and production information stages are analysed and the number of man hours spent
on the each stage is calculated. Basing on the economical pay scales of the country the cost
per man hour is identified and then calculated to obtain the values in Euros to check the
savings. There is also the conclusions to justify the work reports and references in the 6th
and 7th chapters of the thesis respectively.
Figure 3 Stages of work at design office
Requirements
Conceptual designBasic design
Detailed designProduction Information
Shipyard
Ship
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This design diagram shows how the flow of the work in the design office and shipyard takes
shape to design the final ship.
The first 5 stages from Requirements to the production information is done in the design
office and the designed product is send to the ship yard for the final production of the ship
as per the designs provided by the office.
The scope of the thesis includes the study of the documents needed for the production
information and detailed information stages to be required by the shipyards and calculation
of the amount of man hours required for the final design and estimation of the costs during
this stage.
However the thesis is limited to hull and piping works in shipbuilding and design as the
complexity of the ship is large and calculation of the work for the entire ship is very time
consuming and given the limited time in the work, we are restricted to hull and piping only.
Recommendations to the shipyard and offices
Economical attributes
Production information stage
Detailed design stage
Hull and piping works
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SOFTWARE’S DESCRIPTION
Introduction
The use of software’s in today’s ship design industry is a boon to all the naval architects
around the world. The present software’s used in the ship design industry provides realistic
and most precise detailing compared to the manual designing of the drawing, making the
engineers to produce near perfected products.
The various softwares used in present industries include a long list of modelling softwares
however the present thesis focuses more on using the industry best software’s like Nupas-
Cadamatic, Nestix and Aveva.
Nupas- Cadmatic is a dual module ship designing software where the Nupas module is used
for ship Hull design and Cadmatic is used for the outfitting module of the ship. They deliver
the packages like Detailed design information and production information packages basing
on the 3D model of the ship.
Nestix is a nesting tool used for the cutting components like plates, structure member parts
and etc. on the sheet of metal. This helps in reduction of wastage of material and proper
usage of the material.
Aveva is an advanced software based on the 3D model designed earlier but helps to provide
higher detailing levels. This software has a lot of modules embedded into its parent software
but for the marine applications the module called Aveva marine is used. There are sub
modules in the Aveva marine module like that of Aveva Hull which is used for the hull
detailing.
The description of the softwares used in the thesis development are given below starting
from Nupas Cadmatic, Auto nesting and Aveva Hull Module respectively.
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The cost of the software has an influence in the strategy of the company.
A software will be viable to the company in terms of the following
1. The productivity of the software must be higher.
2. The man hours spent and the output obtained should be better than the other
software’s used.
3. The initial costs of the software along with the maintenance attribute.
4. Compatibility of the software with other software’s.
In terms of selection of the software the following data are to be kept in mind
1. Initial cost of the software
2. Maintenance cost of the software per year
3. Man hours spend for the particular section of the ship.
4. List of drawings that can be obtained from the software.
Nupas Cadmatic
Nupas- cadmatic is a high level, advanced software’s of ship design used for detailing of
the component introduced in the late 1980’s foreseeing the ever increasing demand of the
simple and effective design software. It offers a high level topological model with rule based
designing, parametric modelling, pipe routing technology, part nesting with auto
completion system making it one of the most effective software’s in the market. Numeriek
Centrum Groningen (NCG) develops and markets NUPAS-CADMATIC 3D ship design
software.
The software called Nupas is used for the design of the hull and the Cadmatic which is also
another software is used for the piping design. The integration of the both software’s into
one package is called the Nupas-cadmatic.
The concept behind this software is to integrate the works into one common platform to
make the work more productive, improvise the efficiency of the design and faster processing
times of the data and also to optimise the work flow in the various design activities in
particular the detail designing stage.
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Using this software helps to ensure a higher level of productivity in comprising to the other
types of soft wares available in the market. This offers both client and the user, a better
solution to come with a solution which is cheaper and robust to use. The modules used in
the software are specially tailored to fit the needs in the domain of hull designing and piping
layouts.
Figure 4 The conventional type of general arrangement design in 2D (Sourced- Nupas
Cadmatic Handbook)
Figure 5 Nupas Cadmatic 3D General arrangement Design (Sourced-Nupas Cadmatic
Handbook)
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Main features of this software include
1. Modelling with the use of structured topology
By using this software we can create the planes topologically, thus offering higher flexibility
in modifying the components created earlier. There is a possibility to create multiple grids
in the design along the axis.
2. Calculation of the weights, volumes and other parameters inside the ship
The calculation of the weights of the structures, volumes of the tanks and the cargo holds
and other parameters can be done very fast once the compartment is defined
3. Application of the rules, attributes and properties of the developed components.
The rule based design used in the software allows us to define the components by the rules
where if there is a constraint of using a watertight bulkhead the option is selected and
automatically the software prompts for the use of gallops and the thickness of the tanks.
There is a possibility to optimise the compartment as per the needs automatically. Thereby
making the software semi-automatic.
4. Easier switching interface between 3D and 2D and drawing.
The possibility to switch between interfaces and also generation of the various views
automatically provides the user to have a better understanding of the ship design.
5. Seamless connection to detail design phase
The software uses attribute based designing where the component is defined for the
attributes and makes the work easier to apply for the rule based designing.
6. Ability to export to multiple software’s for easier compatibility
The compatibility of the software to use 3rd party vendors for the design helps the user to
have less difficulty in defining the mesh and creation of the variables in the new software.
As it is a surface based designing software, most of the software’s available today for the
simulation of the design, evacuation trail in case of the emergency and etc. are able to use
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the software’s data files for the application.
Figure 6 A typical example of a design bench in Nupas cadmatic
Figure 7 Automatic panel and subpanel naming for easier access later
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Figure 8 Work bench breakdown tree view
Figure 9 A typical 3d work bench sketch which is automatically generated (Sourced-
Nupas Cadmatic Handbook)
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Figure 10 A pyramid of Nupas Cadmatic software
Figure 11 Process flow in Nupas Cadmatic package
Nupas Cadmatic
Nupas
(Hull design)
Integration of the
softwares
Cadmatic
(Piping designing)
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The working environment of this software is very stable and has a high GUI interface, the
below design shows a basic idea of the structure of the component designed with detailing
with Nupas cadmatic along with the highlighted part of the component to be nested for
production in the shipyard.
Figure 12 2D view of the component designed
Figure 13 3d view of the component
The highlighted part in white is also nested using Nupas cadmatic.
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Figure 14 the plate selected from the component ready for cutting
Nestix
The Nestix software uses the concept of nesting of the sheet of metal. Nesting refers to the
process of laying out cutting patterns to minimise the raw material waste.
The main features of nesting process in metal cutting industry is
1. Minimize the amount of scrap raw material produced during cutting.
2. Producing the better quality of the processed metal sheets
3. Faster process times in cutting with lower work labour involvement
4. Integration of the nesting process in the computer integration manufacturing reduces
the errors made in the programming during the code development and also the
simulation of the process before actual nesting takes place.
The features of the Nestix software includes
1. The ability of the software to import and export data from various platforms like Tribon,
Nupas Cadmatic and etc.
2. Block timing and material information can be imported from external software sources
like that of MARS, Safran)
3. It has the ability to convert design assemble into production assembly tree with work
phases and production information.
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4. Modelling and the work preparation of the detailing of the component is faster and better
compared to the conventional software’s.
5. Efficient material and machine capacity utilization is planned in integrated NESTIX Ship
plate and profile nesting.
6. Part production scheduling is possible using Nestix.
7. Material management
8. Integration into production
9. Ability to run on a standard platform like those of Microsoft windows operating system
and SQL server database.
Use of the software in the industry
1. Shorten throughput time and improves the block count
2. Save the amount of material as scrap.
3. Utilize machines efficiently.
4. Improve the quality of the production process.
5. Secure platform with higher reliability.
Figure 15 Flow diagram where Nestix is used
Detailed design
Production engineering
Nestix
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Figure 16 various types of works undertaken by Nestix
Figure 17 Part of the plate nested using the Nestix software
Nestix
Scheduling of the process
Work preperation
Part nesting
Part Fabrication
Block assembly and component
design
Work Assignment
for subcontract
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Figure 18 the nested part created in Nestix exported to AutoCAD and send to the
shipyards
Aveva hull detailed design
The full control of the manufacturing process and also the proper understanding of the hull
design which is essential for the shipyards for a successful production of the component.
The use of aveva hull detailed design is a right application using object centric approach
rather than the foundation styled approach for providing the production information and
detailed design. Having significant project savings for the design offices and also the
shipyards.
Most of the shipyards around the world use Aveva for their detailing and now became an
industrial standard for production drawings.
This aveva hull design covers the entire process from the hull designing to block assembly
for any type of ship selected, along with the documents required in the design and building
process.
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Figure 19 an Example of an Aveva engine
Figure 20 Flow diagram of the Aveva software
Key features of the aveva hull detailed design
1. Interactive and one of the most advanced 3d model rendering software
2. Ability to handle large files of models
3. Higher compatibility to use with the other software’s
4. Good Graphic user interface with lighting and shadowing modelling
5. Advanced Simulation software
6. Object manipulation and clashing thanks to the creation of the objects in this generic
type
7. .net interface support capabilities
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Figure 21 A high quality output can be obtained
The below shows a part of the plate with the stiffeners designed to Aveva with sectional
view, a 3d view of the component and also the 2d drawing of the plate to be used for
production drawings.
Figure 22 A section view of a plate with stiffeners in Aveva
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 30 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 23 A 3d view of the plate with stiffeners in aveva
Figure 24 Drawing created by Aveva for the component
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Optional modules used for the aveva design
1. Aveva Hull Panel Line control
This module helps in the nesting of the assembly parts and also produce the Numeric code
for blasting, marking, burning and text labelling along with the automatic mounting of the
profiles.
2. Aveva Hull profile Cutting interface
This module transfers the profiles which are nested to the profile cutters which are generally
done by the robots for profile manufacturing
3. Aveva Hull Genauigkeit
This module helps in the automatic marking equipment for the shipyards without using extra
design hours and increasing the accuracy by making automatic alignment of parts and part
generation.
This plays an important part of the workshop drawings.
4. Aveva Hull Dotori-Variable Bevelling
This module helps us to setup and control the bevel standards both for bevel types with
fixed angles and where the bevel angles vary.
The various bevel situations which are processed by this module include
1. at the plate edges
2. in the lugs of cut-outs
3. along profile traces (shell and planar)
4. in profile ends.
5. at bracket edges
6. in the holes
7. in flange ends
8. in the clips
5. Aveva Robot interface
This module enables users to transform the hull model in a volume format for welding robot
facilities by offline programming system.
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 32 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
DETAILED DESIGN AND PRODUCTION INFORMATION
This part of the chapter involves the detailed design stage and the production information
stages of the ship design. These stages come after the 2d design is made in the basic design
stage and the 3D model is created basing on the 2d model to obtain the detailed design
information and also production information.
For the sake of convenience the author has decided to split the work into 2 subchapters of
the present chapter which would be Hull and piping stages.
These stages are then sub-divided into many small sections for an in-depth understanding
of the stages.
The various stages involved in the hull stage would be Assembly drawings, Production
information and optimisation of the information.
The various stages involved in the piping stage would be Combination drawings, Production
information and optimisation of the information.
Figure 25 Subchapters involved in the chapter
Hull
Assembly Drawings
Production Information
Optimistion of the
information
Piping
Combination drawing
Production information
Optmisation of the
information
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Piping module during this phase
Cadmatic software application
Procedure of using the “Cadmatic” module in the combination drawing part of the piping
module of the detailed information stage.
Step 1:- Initialisation of the software
The software is initialled started using the module present on the work desk’s software and
the work starts with the identification of the drawing box.
This drawing box is used to start the drawings required to create for the desired project
Figure 26 Menu for Selection of drawings
Step 2:- Managing of drawings
After the required drawing setup is made, the drawings are to be managed with the users.
So the second step involves the managing of the drawings
Figure 27 Managing of the drawings
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pg. - 34 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
The drawings menu provides drawings to users. The All drawings menu is used for the
creation of the drawings to be used as public where the drawings can be added, created and
altered by other users who are active in the module. The drawings menu is sole proprietary
of the user who created it and the alteration of the drawings are not possible.
This is used when there are multiple operators working on a compartment of the project.
So the new drawing is made from the pop up block opened by the user.
Step 3:-Creating the drawing
The third step involves in the creation of the new drawing where the drawing is created and
is visible to cluster of operators.
Here the attributes for the drawings are made which includes the name of the drawing, how
the bill of the material is processed, the scale of the drawing compared to the actual ship to
be designed and also the revision number. The revision number is the number of
modifications made upon the drawing as per the requirements proposed to the designer.
Figure 28 Creation of the drawing
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Step 4:-Drawing sheet with the attributes visible to the user
Figure 29 Application of attributes to the drawing
After drawing creation is complete, a blank sheet with the information of the title block is
made automatically by the computer with all the information inputted by the designer.
Step 5:-Creation of the sheet without information
At this stage the presentation is given more importance and the details about the vessel, the
revision number, scale and other attributes created are checked for errors.
Figure 30 Creation of the title bar
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pg. - 36 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Step 6:-Creation of the views for the sheet
The views are created for the sheet which is designed which would be the next step of the
design.
Figure 31 Creation of views for the product
The view types which are to be used for the drawing sheet to be submitted by the designer
along with the axis of the view in 3 directions (x, y and z directions) are fixed by the user.
Step 7:- Assign views to the page
The views are then assigned as per the rules of the company and the shipyards for the
respective compartment.
Figure 32 Assign Views to Page
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Step 8:-Creation of the annotation of the views
After the views are placed on the drawing sheet, the annotation of the views are created.
Figure 33 Annotation of the Views
This includes the creation of text, lines, arcs, hatching, dimensioning of the created part,
symbol to be used, operations to be carried out, editing of the values, deleting the part of
the compartment, importing and exporting of the data as there is a lot of flexibility to use
many software’s to import and export data, tools and also the revisioning of the part which
is highlighted where the verifier of the project can check where all the revisions are made.
Step 9:-Creation of the labels
After the drawings are made with the above attributes, the labelling’s of the parts for the
particular component is made. This helps for faster understanding of the parts when the
drawings are made in hard copies.
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 38 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 34 Creation of the labels
Step 10:- Title bar of the sheet for the drawing.
The main sheet’s title bar is check again for any possible errors.
Figure 35 Title box with attributes
Step 11-Pictogram of the drawing with the listings
After the drawings are checked a pictogram of the drawing along with the listings of the
drawings on the sheet is checked.
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Figure 36 Pictogram and listings obtained
Step 12:-Export the designed product
Then the drawings are exported to the respective format proposed by the company.
Normally the most commonly used format is dwg (AutoCAD).
Figure 37 exporting the drawing
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pg. - 40 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Procedure of using the “Cadmatic” module in the Pipe isometrics part of the piping module
of the production information stage.
This stage involves in the creation of the pipe isometrics views to be given to the shipyards
as a part of detailed design and production information stages.
The Isometric views are the three axis view (along X, Y and Z axis) in a 2 dimensional
frame (on a drawing sheet.)
Step 1:- Initiation of the piping isometrics.
In the similar manner of the combination drawing we initiate the drawings by using the pipe
isometric block in the drawings menu
Figure 38 Identification of the menu
Step 2:-Selection of the piping isometrics attributes.
After the piping isometric box is selected the menu for the piping isometrics is selected and
includes the basic information about the drawing
Figure 39 Piping Isometric Menu
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Step 3: Selection of system to be used.
The selection of the system to be used is selected from the menu. The systems are already
created by the user and could be found in the selection menu
Figure 40 Selection of system from Menu
Step 4:-Grouping of the isometrics.
The groups of the isometrics to be created is selected from the piping isometric menu.
Figure 41 Groups and piping isometrics
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 42 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Step 5:-Creation of piping isometrics
The created group isometric of the pipe is then made to be visible and the list of the
objects are verified for its respective section.
Figure 42 Creation of piping isometric menu
Step 6:- Viewing the pipe created.
The view from the system which is group is made on the sheet of the paper.
Figure 43 viewing the pipe created
Step 7:- Identification of number of items constituting the pipe.
The attributes of the drawings are made which includes the options of what all part to be
needed for the sheet drawings which includes annote, preview, plot and export along with
the attachments block where the isometrics and the spools which are to be attached to the
current drawing object is also added.
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Figure 44 Creation of iso view for the pipe created
Step 8:-Creation of the pipe isometrics with pictogram
The created isometrics of the pipe with pictogram are viewed in the pictogram menu and
the data required to be placed are also made.
Figure 45 Pictogram of the pipe isometrics
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 44 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Step 9:- Placing the Pipe drawings onto the sheet created.
Finally the created pipe isometrics are placed on the sheet.
Figure 46 View of the pipe isometrics on the sheet
Description
The piping module consists of 3 stages which includes the combination drawings part of the
detailed design stage where the large amount of detailing is provided for that particular
compartment, the spool drawings, pipe isometrics along with the material documentation
like bill of materials, spool list and etc. are together combined in the production information
part and the last stage is the optimisation of the information.
Combination Drawings
In the package of combination drawings provided to the shipyards for the construction
includes a view of the structure from the top and the decks above and beneath the deck,
foundation drawings particularly the combination drawings for the engine and other marine
equipment’s which needs foundation or supports. The package also consists of the view of
the compartment from the side view which in the case of our selected compartment would
be seen from the aft.
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Figure 47 Drawings for the vessels compartment (Top View)
Figure 48 piping layout from the side view
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 46 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 49 Foundation of the marine machinery
Figure 50 Side view from the aft of the ship
After the 2D drawings are made basing on the 3D model, the numbering of the specific parts
are done manually with unique numbering which helps to identify each part and thus making
the design more productive. The below picture shows the final output with the text
describing the part details and numbering.
Figure 51 Part numbering to the final design
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Figure 52 Final details of the particular component
Production Information
The production information involves the isometrics of the piping system which is more like
a schematic of the flow of the pipes with the pipe attributes and the length of the pipes
flowing across the entire vessel.
These schematics helps to identify the entire pipe flow distribution and used for the better
understanding of the system during the construction phase.
Figure 53 Pipe isometric view of the compartment
The below picture describes an insight view of the pipe along with the system used for building the
pipes. These help in cross checking the final product more easily and also for creation of a strategy
for the shipyard to complete the work.
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 48 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 54 Schematic of the pipes with the system
Figure 55 Spool drawing
The above picture involves the spool drawing for the particular part location. It includes the pipe
information and the type of bushes to be used for the welding and the angle of placement of the
components.
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Figure 56 Continuous spool drawing
A Rough overview of another spool with the neighbouring spools is shown to analyse how the flow
of the construction is to be done.
Figure 57 Bill of materials
The bill of material is an important information provided to the yard for the details about the details
of equipment like the position of the each pipe in the system, quantity required for the particular
type of pipe along with the location of the pipe on the ship, the unique article code set by the 3rd
party distributers, the unique code set by the shipyard for that particular item, the description of the
item, material to be used, weight of the item and certification.
Depending on the shipyard additional information like Delivery of the item, revision status and the
remarks for the revisions made for the item can also be specified.
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pg. - 50 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 58 Description of the compartment
Apart from the piping attributes, the effect of the pipe in respect to the total length of the pipe to be
used, total weight of the pipe, its centre of gravity values along the x, y and z directions are also
given to provide a better output of the weight estimates and can be used for a more precise weight
calculations, stability calculations, and also for the understanding of the shipyards.
Figure 59 Iso Sketch Checklist
The Iso numbering of the sketch list which includes the iso sketch number which is manually entered
by the designer during the production information stage along with the spool number, the length of
the pipe, drawing of the particular part, the section numbering and its weight along with the
revisioning if carried are also part of production information to be delivered to the ship yard.
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Optimisation of the information
After the 3d model drawings are generated the manual optimisation of the work is carried
out.
The optimisation of the model’s piping would be an essential task to reduce the extra effort
needed during the construction, made in the design stage.
Some of the optimisation works carried out during the design stage of the compartment are
as follows:
1. Reduction of number of welds required.
2. Placement of casings at heat emitting components
3. The consideration of service space for the components
4. Service Space Valves
5. Reduction of the pipes at the junctions
1. Reduction of number of welds required.
In the shipyards, the cost of the manufacturing is carried out in terms of the length and type
of welding equipment used for the parts. Reduction in the weld length and number of welds
required offers cost savings towards the manufacturing.
In the figure shown below instead of using a straight piece of pipe after the elbow before a
flange, the elbow could be connected directly to the flange to reduce the weld required.
Figure 60 Piping Layout during design
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pg. - 52 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
2. Placement of the casings at heat emitting components
Placing the heat casings at the exhaust pipes which are visible to the engineers and are prone
to get in contact could be avoided by placing a railing around the zone and preventing in
contact directly.
Figure 61 3D model Engine room Layout
3. Consideration of service spaces
Service space is an allowable space to a component which can be in reach to the service
engineer in case of malfunction of the components.
The space placed should be easy enough for a person to get inside, repair and exit without
much difficulty.
Placing the black hatchings as shown in the figure helps to avoid building any other extra
material at the service space and manage a free and flexible workplace.
Figure 62 Service spacing allowances
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4. Service space valves.
The placement of the valves at the right place is also essential basing on the usage. Some
of the valves maybe used less frequently however the accessibility to these less frequently
used valves could be considered in placing them near service spaces.
Figure 63 3d model showing the service space valve spacing
5. Reduction of the pipes at the junctions
The number of welds needed for the pipes means higher cost at the shipyard, these can be
avoided by placing the pipes in a right fashion with smart thinking than mere placement of
the pipes without much thinking.
The below picture shows a best case scenario of the improvement of the pipe’s cost as
instead of using 2 pipes for the same function, it can be avoided by placing a single pipe.
Figure 64 Pipe modification before the optimisation
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pg. - 54 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Normal design of the pipe designed by the operator.
Figure 65 Pipe modification after the optimisation.
Optimised design of the pipe by the verifier.
The optimised products help in reduction of the costs and also provides higher productivity
and also the service rate factors for the material usage.
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Hull module of this phase
The hull part contains the information about the hull design during the production
information and detailed design stage.
For the sake of convince the author has decided to spilt the part into three parts where the
following are discussed.
1. Assembly drawings under detailed design stage.
2. Production information stage.
3. Optimising the compartment using Auto nesting software.
Procedure in the application of Nupas module in the design for creation of assembly
drawings.
The procedure of the Nupas module in creation of assembly drawings include:
1. Initialising the project.
2. Creation of the Views
3. Working Space Setup.
4. Creation of the 3d Model.
5. Additional Commands for modelling.
Initialising the project
1. The project is initiated from the setup by the designer and the attributes like Block
number, the active user at that moment in the software and description of the block
are selected.
Figure 66 Selection of the project to be used.
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pg. - 56 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
2. Creation of the views
After creation of the project initial details the views requested by the firm are to be designed.
The Views can be selected from view menu and the various possible views defined in the
software include Frame View, Side View, Top View and Perpendicular View.
The additional attributes like weld symbols, scaling, the frame dimension’s for the view and
the drawing numbers are setup.
Figure 67 Position of the particular part in the work space
Working space setup
The selection of the work space is essential for the software as certain functions are limited
in the working environment selected by the user.
The Working space can be selected from the application toolbar menu.
The various working spaces available in the software include:
1.2D contek
2.3D contek
3.3D show
4. Plantek
5. Shell
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However for most of the cases of design the 3D contek is preferred as it’s the most suitable
for building the 3D modelling and obtaining information faster.
Creation of the 3D model
The 3D model is created using the insert toolbar which creates the information for the model
used for the generation of the views.
The various options possible in the toolbar include
1. The Plates for the structure.
2. Profile Members.
3. Pillars for the supporting member.
4. Face Plates.
5. Flange Creation.
6. Brackets.
7. Holes.
8. Cut outs.
9. Draining Holes.
10. Splitters/Slots.
11. Welds/Bevelling.
12. Weld Symbols.
13. Foundations.
The most widely used tools include Plates, Profiles, Pillars, Flanges, Holes, cut-outs and
Splitters.
These help in the creation of the 2d drawing along with the 3d model created in the Hull
viewer module which is a part of the Nupas module.
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pg. - 58 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 68 Aft view of the section in 2d model
This figure shows the 2d drawing seen from the aft to the compartment which describes the
information about the design.
Basing on the 2d model the 3d model can be obtained using the Hull viewer module. As
shown in the picture below.
Figure 69 3d model of the section of the hull
Additional commands for the detailing
The various other types of commands include the tool menu which includes the view
creation, iso view creation, modification of the block number along with the changes in the
block location, hull attributes and etc.
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Additional Information tool bar which includes the Trimming of the lines, extension of the
polylines, fillet of the lines, creation of the lines and circles.
Apart from these commands one important command which is widely used is the Draw
toolbar. It is used for writing additional information for the detailed design stage on the 2d
drawings which is prescribed after a discussion with the shipyards.
The various types of Drawing commands include the creation of lines, circles, arcs, ellipses,
rectangle, parallel lines, symbols, text, hatches, surface colouring and pillar centreline.
Procedure for the production information stage of the hull design for the compartment
The production information stage in the design using Nupas module involves two main
items in the software.
1. Logistics part
2. CAM part
The logistics part involves in the creation of the process codes, the auto numbering, action
reporting, part labelling, rearranging the part numbers, updating the logistical data and
logistical parts.
The cam part involves the creation of the production information, coding one part,
modification of the coded parts, creation of the report file, workbench break down using 2D
modelling and 3d modelling, AutoCAD supported format design into sketching, checking
the CAM data and Plotting of the parts.
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pg. - 60 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Logistic menu in the Nupas module.
The main stages in the logistic menu in the module includes
1. Logistic information toolbar.
2. Creation of the process codes.
3. Action Report page.
4. Rearranging part numbering
1. Logistic information toolbar.
The logistic toolbar includes the creation of the process codes how they are created, the
numbering of the parts, report generation tool, a possibility to change the numbering once
the numbers for the parts are entered using the rearranging tool and updating the logistical
data after the series of modifications are carried out.
Figure 70 Logistics popup box
2. Creation of the process codes.
The process codes are essential for identification of that particular part using a unique
number which helps to reduce the confusion during the assembling in the ship yards.
No two parts will have the same unique codes and will be placed in order.
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Figure 71 Part List
It includes the block details, unit details, and panel, subpanel and part details in an orderly
manner. The creation of the codes can be done either by the creation of the part in an orderly
manner or by using relation with the other parts in the particular unit.
3. Action Report Page
The Action Report page includes the list of the type of report required by the manufacturer
set by the designer.
These include part list, Cog selection list and panel sketches.
Figure 72 Selection Criteria for the toolbar to open
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pg. - 62 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
4. Rearranging the part numbers.
After the part numbers are set by the designer and carried out, there may be possibility to
use different part numbers for shipyard standards.
Therefore these numbers of the parts can be modified after they are created by using the
rearranging of the part numbers told.
Figure 73 Selection of the parts in a particular panel of a block.
It includes the free spacing required, the unit for which the part is made for, panel and
subpanel.
CAM Toolbar in the Nupas module.
CAM Toolbar
The cam toolbar refers to the computer aided manufacturing toolbar where the user takes
the help from the computer to design the drawings of the parts.
The main functions of the tool include the creation of the production information, coding of
the part, creation of the reports, workbench sketching from either 2d drawing or 3d Sketch
and also verification of the data for integrity.
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Figure 74 Cam Toolbar
Figure 75 Selection Criterion for a block using CAM toolbar
The information about the attributes like the yard number, the group number and the
drawing numbers are inputted in this part, the use of the reference lines as to where the
referencing of the drawing is carried out is also inputted.
Coding of the parts
The parts after they are designed are coded for the part detailing.
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 64 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 76 Part coding toolbar
The coding script for the parts in the format set by the shipyards, the type of configuration
needed and other attributes are inputted in this stage.
After the coding details are set the computer then designs the part as per the attributes
entered.
Figure 77 A chart of the coded components
There is also a possibility to modify the parts for the coding again.
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Creation of the report
The report file is then created using the report generation tool in the CAM tool box to
generate the report.
The software then asks for which type of report is required by the user.
Figure 78 Selection of the report to be made
It can be a part list, cog selection list, panel sketch list and etc.
Checking the cam data
After the report is generated the cam data is checked if the work carried out is successful or
if there needs more tasks to be done on that particular block.
Figure 79 Verification of the Cam Data
It includes the number of available blocks by the user, the type of the bloc selected, the type
of check needed if it were to be for the profile sketches, list of the parts and etc.
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Package of Hull Module
The package of the hull module for the shipyards include
1. Assembly drawings
2. List of materials.
3. Part sketches.
4. Profile and Panel Sketches.
5. Assembly Sketches.
The layout of these information is customisable and is additional information may be
created and some of these information may not even be created and is depending on the
factors like
1. Experience of the shipyards.
2. Level of information requested by the owner.
The flow pattern in the Hull part during the detailed design and Production information
stage.
Det
aille
d d
esig
n
1.Assembly drawings.
Pro
du
ctio
n In
form
atio
n
Stag
e 1. List of Materials.
2.Part Details.
3.Profile Sketches
4.Panel Sketches
5.Assembly Sketches
Op
tim
isat
ion
of
the
wo
rk 1.Autonesting Software Application on the information created
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Detailed Design Stage.
During this stage the 2d drawings created earlier are taken which are used for class approval.
Therefore the structure details are confined after the class approval is obtained for the vessel
from the classification society.
This package include the assembly drawings.
Figure 80 A typical drawing of the structure in assembly drawings
This includes the top view from the deck and also the section above the base for the
particular compartment, the side view seen from the port side of the ship and also the
starboard side of the ship respectively. The various frame views are also presented in this
package.
The other essential attributes for the shipyards upon the request like the weight of the
compartment on the whole with the centre of gravities along the 3 axis is provided.
Please refer to the appendix for more drawings and in-depth representations of the selected
compartment.
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pg. - 68 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Production information stage
The additional information as a part of the package of the production information typically
includes
1. List of materials.
2. Part sketches
3. Profile and Panel Sketches.
4. Assembly Sketches.
List of materials
The list of materials includes the list of the parts required for the manufacture of the
particular compartment which includes the information about the part information, part
number, type of the material to be used for the construction, the dimensions of the part
which includes the length, width and thickness along with the weight of the material and
also the grade of the material to be used for the manufacturing process.
Figure 81 List of Materials.
The above picture shows the list of the parts required for the compartment to be designed.
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Part sketches
The part sketches includes the various shapes of the parts required for the construction stage
of the ship.
The shipyard requirements are essential as some of the shipyards require the dimensions to
be specified and some of them just require the shape of the part and the location.
Figure 82 Profiles being allocated on the plate
Figure 83 Numbering of the profiles and components
It has a unique numbering to have a clear and progressive building approach.
Profile and Panel Sketches
The profile sketches are used for the description of the profiles required for the hull
construction.
A typical package of the profile sketch includes the information about the yard, information
about the part and the inclination seen from various sides. A typical chart of this package is
shown in the picture below.
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pg. - 70 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 84 A typical 2D drawings of the panel
The panel sketches on the other hand includes a systematic number of the additional parts
to be attached to the panel, the building sequencing of the sketches, the properties of the
part along with the length of the weld required for each part is specified in the panel
sketch package.
A typical panel sketch drawing is given below.
Figure 85 Panel sketches sequencing
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Assembly Sketches
The assembly sketches include the approach suggested by the designer to the shipyard in
terms of the sequence of operations to be carried out during assembling.
A typical drawing provided to the client is given below.
Figure 86 Additional Sketches with building sequence
The sequence of phase is also suggested along with the other part attributes and the
numbering of the drawing. The drawing also includes the maximum Dimensions for the
assembly which includes the length, breath and height of the assembly respectively.
Optimising the work
The optimising of the work includes the effective way to produce the above drawings of the
packages of production information and detailed design stages.
The use of Auto nesting is widely used in the industry as it provides an optimised value as
to how to arrange the parts to get the maximum productivity.
Auto nesting is an advanced system of sheet metal nesting. It provides dynamic packaging
capabilities, which allow you to package sheet metal reference parts (along with existing
NC sequences, if desired) and cells of parts from existing manufacturing models
automatically.
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pg. - 72 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
You can easily change the number of the nested instances, customize the offsets between
the models, and select nesting algorithms to create an ideal balance of performance and
packaging optimization. (Source:-http://www3.eng.cam.ac.uk)
Procedure using Auto nesting software
The procedure of Auto nesting involves 9 stages before the part is finally nested which
includes
1. Initialising the auto nesting software.
2. Verification of the part’s if they are confined within a specified area.
3. Input of the part’s made using Nupas module of the Nupas Cadmatic software.
4. List of the part’s to be imported.
5. The plate dimensions of the metal sheet taken are added.
6. Optimising of the area of the plate for fitting the parts.
7. Creation of the parts on the plates automatically by the software.
8. Making the report of the data obtained during the process.
9. Checking for weights of the parts and verify with the weight details set up the designer
initially.
1. Initialising of the auto nesting software
The software is initially started and a user interface is opened to start the nesting operation.
Figure 87 Auto nesting software user interface
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There are various set of operations that can be pre entered like the nesting document code
which describes the part numbering entered, and also includes options like how the
document should look like.
2. Verification of the part’s if they are confined within a specified area.
The software does not accept the components which process open dimensions (i.e. the lines
in the given part are not joined together.) So initially they are checked if there are any
openings in the part and are closed for the software to update into its environment.
Figure 88 Information regarding the parts in the operation
3. Input of the part’s made using Nupas module of the Nupas Cadmatic software.
The parts are then inputted into the auto nesting environment, the company where the work
is carried out uses AutoCAD files format and this format is supported by the auto nesting
software.
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pg. - 74 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 89 Selection of the DXF files for the profiles and panels
4. List of parts to be imported.
After the inputting of the DXF format is selected which represents the AutoCAD format,
the parts required to be nested are selected, which may include initially from a particular
compartment rather than doing it for the whole ship directly.
The part list is then checked in a new window opened after the input of the parts is selected.
Figure 90 Files to be placed
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5. The plate dimensions of the metal sheet taken are added.
The dimensions of the plate which includes the length of the plate, the breath of the plate
and also the thickness of the plate are to be specified to the system which helps the software
to understand the environment confined by it to work.
Figure 91 Plate Dimensions set forth in terms of Length, Breadth and Height
This includes the various set of plates to be used for the part manufacturing as the thickness
of the plate various depending on the thickness of the parts.
The various data includes the dimensions of the plate, the material grade to be used for the
manufacturing, quantity of plates required.
6. Optimising of the area of the plate for fitting the parts.
Figure 92 Nesting Scenario with constrains set forth
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 76 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
The software then gives a scenario of the parts which will be nested, it includes how the
nesting should take place, which sheet plates are to be used, the distance between two
successive parts, the scrap level needed, the margins in all the directions for the operation
to take place and additional options which includes holes, bridging and etc.
7. Creation of the parts on the plates automatically by the software.
The parts are created by using the auto nesting option after the above parameters are set.
Figure 93 Parts being arranged for nesting
8. Making the report of the data obtained during the process.
After the parts are nested a report is made to the verifier to analyse if the process is done
correctly. This includes the set of parts required for nesting.
Figure 94 Report generated from Auto nesting
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9. Checking for weights of the parts and verify with the weight details set up the designer
initially.
The weights are checked with the weights set up by the designer, if the weights obtained by
nesting’s are equal to the weight set by the designer.
The weights if not equal may be due to
1. Improper parts added to the nesting.
2. Improper calculations due the designer.
3. Parts are not nested to the right plate.
Figure 95 Weight Specifications of the plate
After the parts are nested they are then made into 2 types of files which include the files in
a format of AutoCAD supported type and also a file which contains the codes for the
manufacturing of the part provided to the shipyards.
A.The AutoCAD supported type of format is used to analyse how the parts look like during
the nesting.
Figure 96 nesting document
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 78 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
The percent of utility is an important data to be used by the shipyards to understand how
much of the plate is used for the nesting. Here the number 36% refers to the percent of plate
optimised by the software to arrange the parts according to the attributes.
The number is lower due to the usage of only a 55% of the total plate used for the nesting
process. The other part of the plate is used for making bigger components.
Normally the utility factor is about 80% and may increase depending on the various
attributes added during nesting.
The other attributes in the file includes the
1. Running length- The length which is being nested by the machine.
2. Marking length- The length which includes the markings present on the plate for the
cutting to take place.
3. Cutting length-The length of the plate to be cut in total from the parts.
4. Weight of cutting pieces- The total weight of the cutting pieces obtained after cutting.
5. Total time-The time which is required by the system to undergo cutting operation.
6. Oxygen/Fuel numbers-These numbers are the amount of fuel and oxygen expected by the
machine to cut the plate into parts. This number varies from the shipyard to shipyard
depending on the shipyard facilities.
B. The machine codes for the cutting operation
These includes the codes used for the cutting operation to be inputted into the cutting
machine.
These codes are in numeric digitized format used for machine.
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Figure 97 Coded information
After the codes are entered into the cutting machine the desired output is obtained and the
machine is shut down and the codes are changed to produce a new batch of parts again.
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SHIP PRODUCTION AT THE SHIPYARD
In this chapter of the thesis the discussion is carried out on the processing of the information
from the design offices to the shipyards where the actual production of the ships is carried
out.
After all the drawings are transferred to the shipyards, a specific department called Project
engineering and drawing control department validates the design to check if they are as per
the standards set forth by the yards earlier. The remarks are carried out and suitable changes
are carried out respecting the classification rules. The information is then carried out to the
Production and QC departments for the production and quality testing of the final product.
The shipyards structuring and the strategy towards building changes from yard to yard. In
the thesis, during the description of the yard it is here forth considered the yard to be Damen
Shipyard, Galati.
Apart from the design collection by the shipyard, the organisation has its own 3D modelled
work station for the CAD/CAM interface measuring the documents dimensions, analyses
them and also simulates them.
Measurement using the 3D DCP100 Modeller
This DCP100 modeller is a tool which allows the user to import the 3D model build by the
design offices to create its own unique file (.PRD) to measure the critical points required
for the production which includes dimension points, stiff points, CL points and measuring
frame points.
Figure 98 measurement of the part using DCP100 tool
Analysis using the tool
After the measure has been successfully carried out the analysis and the report making of
the errors and the possible counter measures are carried out in this stage. This stage can be
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used only after the measure is carried out as the software creates a new file with ARD
extension to be used by this analysis tool of the software. It in turn generates in depth
graphical reports and the dimensional tolerances set by the industry standard.
Simulation of the tool
After the analysis is carried out the new extension file with the extension of production
actual data (.pad) which consist of the information to check the amount of the weld material
to be removed, the excess material to be cut after the weld and the weld gap between the
two adjacent structures.
Figure 99 Simulation of the DCP 100
Now that the engineering analysis is completed by the yard, the part catalogue is analysed
by the job production department which has three sub stages include inventory, purchase
and issues area.
The inventory part creates the inventory details of the parts to be required for the
manufacturing and also the location of them material placed in the yard. They allow to
account for the weight and volume requirements during this particular stage.
The purchase part involves in the purchasing of the additional material required for the
manufacturing of the component. It can either be a completely finished product or a semi-
finished product. It indicates the buyer ID and also the purchase group number to denote
the product attributes when bought by the yard.
The final stage of the sub stage is the issues area where the information of the type of weld,
the angle of weld and the possible problems encountered during the stage is provided to
give a quicker solutions.
This also provides information regarding the stocking and destocking of the parts and
components used up by the various departments.
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The shipyard is a uniquely patterned layout to ensure a highest productivity values with an
ample of work space in order to facilitate bigger ships and also for the future advancements
in the yard.
The work flow of the yard is specified in the chart provided from Damen. (Sourced from
Damen Shipyard, Galati, Romania.)
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Figure 100 Flow Chart of the process (Sourced- Damen Shipyards, Galati)
Detailed Engineering stage is the information received from the design offices to the yard
in order to have all the designs requested by the yard. It involves a collective number of
companies each assigned with a specific area of the ship depending on the size of the ship.
The various companies include DSco, Mega and etc.
The package which includes the information like hull and piping credentials described in
the earlier chapters of the thesis along with the letter of transmittal, contracts and initial
discussions towards the approach to develop a strategy.
Letter of Transmittal which is LOT in short is the transmission of the documents from the
third party design company to the yard using the IFS Document management protocol where
the companies are invited to transfer the data to the reliable server of the yard.
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Figure 101 LOT (Sourced - Damen Shipyards, Galati
A sample letter is shown below where the information of the drawings are specified with a
unique ID.
After the documents are received by the yard, they involve in the 2nd stage of the production
which is the standard engineering production information (SEPI) where the activities like
auto nesting of the plates and profiles, outfitting profiles and arrangements and N.D.T
evaluations for the specimens.
Then the analysis stage is seen where the launching calculations, 3d piping layouts if not
provided by the design offices and also dimensional controlling of the entire ship during
each block arrangement. These are specified earlier in the DCP100 documentation.
After this stage is complete the documents are then transferred from respective detailed
design department to the other departments using the intranet protocol using the FTP (File
Transfer Protocol).
The departments include the Job preparation department, Production department and
Quality control department.
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The production department ensures the production is taken place correctly at the right
specifications set forth and also ensuring the tolerances are met using the DCP tool.
The Quality control department ensures the quality for building the ship is met with highest
standards set forth by the SQS regulations.SQS regulations refers to the ship building
quality standard which a small booklet with an information about
The material information for the structured members in regard to the quality of the
material to be used, surface defects and imperfections.
The welding type to be used and also the weld gap acceptable by the standards.
Removal of the temporary fabrication material.
Tightness tests and waterproofing where the doors and hatches are tested for the
proper functioning and also the waterproofing of the bulkheads and water sensitive
areas are well in limits set forth.
The information about the hull deviations especially in the form of the ship at the
fore part is provided.
The painting of the blocks and also the entire ship both internally and externally
with an importance to areas where they are paint sensitive.
The most important department here after the detailed design department in the yard is the
job preparation department.
Figure 102 Job preparation layout (Sourced - Damen Yards, Galati)
The first is the Building strategy part where the department makes the initial building
strategy draft keeping in mind the building location where it was to be build and also the
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launching platform to be used. This is closely coordinated with the planning department and
then the final building strategy is put in place.
This includes the placement of the block to be constructed and also priority to the blocks.
Figure 103 Building strategy with information on placement of blocks (Sourced from
Damen Shipyards, Galati)
Cutting of the plates and profiles are either provided by the design offices directly or are
made in the in house department of the yard.
Job preparation activities domain in the job preparation department includes
Devices and special tools area involves in the new tool devices and also supporting devices
for the hull erection.
The welding laboratory is also put up in place with the weld type to be used and also the
welding instructions. This varies from yard to yard and also the type of standards
implemented in the particular yard.
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Figure 104 Welding procedure specifications (Sourced from Damen yard, Galati).
There is also an important job role for this department where the remarks for the current
drawings and the verification of the documents are made to ensure a smooth transition from
design to production at the yard.
A typical example of the remarks are shown where there was an error in the actual value
and the value shown in the design.
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pg. - 88 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 105 Remarks section of the job description department. (Sourced - Damen
Shipyards, Galati)
The certification is not updated in the documents with respect to the changes made after the
documents are sent. Thereby a remark is made and sent back to make required corrections.
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ECONOMIC ANALYSIS
This chapter of Economic Analysis involves the cost estimates observed in respect to the
man hour’s consumption at the shipyard. All the information provided in this chapter are
conducted as per the Romanian salary pay scale at the particular shipyard and design offices
mentioned earlier. The information is converted into Euros to ensure that the uniformity in
the cost analysis can be observed.
In this chapter the first stage is the cost estimates information received from the design
offices during the detailed design and production information stages.
The time taken to produce the 3d model is around 59 man hours and 1 hour for the
generation and verification of the documents downscaled from the 3d model to the general
2d drawings.
Which refers to the total of 60 man hours each for the hull part and the piping part of the
stage. Considering the cost per man hour in the particular design office to be around 45
Euros per hour which includes the salary compensation of the worker, the software
procurement in terms of hourly basis (which is downscaled from the actual cost of the
software to the number of hours spent on the software per licence for one year) and the
company margin in terms of maintenance and profits. Similarly the cost of manufacturing
for the particular section in the production department is 20 Euros per man hour and the
cost of the section at the in house design office in the shipyard is around 30 Euros per man
hours taking into consideration the cost of the software and also the worker pay scale.
Table 1
Hull Part of the section
Duration Taken at the Design office for a Section 60 Man Hours
Cost of 1 man hour at the Design office 45 Euros/hrs.
Shipyard details
Steel processing 109 Man Hours
Section Building 376 Man Hours
Hull Assembly 192 Man Hours
Welding 449 Man Hours
Total Time required at manufacturing 1126 Man Hours
Cost of 1 man hour at the shipyard for production 20 Euros/Hrs.
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Additional time required
Time required when documents are missing from the design offices
Missing details
Part List 12 Man Hours
Profile Sketches 25 Man Hours
Panel Sketches 16 Man Hours
3D model 8 Man Hours
Assembly Sketches 112 Man Hours
Nesting Document 8 Man Hours
Building Sequence 50 Man Hours
Total time spent 231 Man Hours
Cost of 1 man hour at the shipyard 30 Euros/hrs.
No of man hours saved per section if the document list is complete 231 Man hours
Cost savings per section at the shipyard 6930 Euros
Table 2
Piping part of the section
Duration Taken at the Design office for a Section 60 Man Hours
Cost of 1 man hour at the Design office 45 Euros/hrs.
Shipyard details
Total Time required at manufacturing 875 Man Hours
Cost of 1 man hour at the shipyard for production 20 Euros/Hrs.
Additional time required
Time required when documents are missing from the design offices
Missing details
Pipe iso views 12 Man Hours
Schematics of entire piping system 25 Man Hours
Spool drawings 16 Man Hours
Continuous spool drawings 8 Man Hours
Bill of materials and description of components 112 Man Hours
ISO sketch list 8 Man Hours
Total time spent 181 Man Hours
Cost of 1 man hour at the shipyard 30 Euros/hrs.
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Total Man hours saving 181
Cost savings 5430 Euros
This information provided consist of also the values obtained from the shipyard on the time
consumption on an average for a section in general for a ship.
Apart from the hull and piping activities the nesting of the plates is also taken into
consideration for the economic analysis. In general the design office uses three types of
possible nesting operations which include the manual-automated nesting, quick automated
nesting and automated nesting.
In the manual-automated nesting the plates are initially auto nested using auto nesting
software and then manually edited by a skilled worker to ensure that the maximisation of
the productivity in the confined area is noticed.
The quick automated nesting is the nesting of the plates done using the quick option in the
auto nesting software where the nesting is carried out with a limited time thus reduction of
the plate usage in terms of making the panels and profiles.
The automated nesting is similar to the manual automated nesting but in this type of nesting
the use of skilled worker to manually alter the pieces to ensure the productivity is not taken
into account.
In regard to these types of nesting’s the calculations are carried out.
Table 3
Manual Nesting
Auto
nesting(Quick) Optimised Auto nesting
Man Hours Taken 4 0.08 0.11
Utility factor 80 65 78
Average material consumption for a unit is found to be approximately 40 tonnes
Per section Details
Total material to be consumed 48 54 48.8
Cost of a man hour is found to be around 45 euros per hour
Total cost in designing 180 Euros 3.6 Euros 4.95 Euros
Cost of the a ton steel is taken as 1000 euros per tonne
Total material cost 48000 Euros 54000 Euros 48800 Euros
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pg. - 92 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Total Cost of design +material 48180 Euros 54003.6 Euros 48804.95 Euros
Cost saving in comparison with manual and auto nesting 5823.6 Euros
Cost saving in comparison with manual and auto nesting (optimised) 624.95 Euros
The difference between the manual-automated nesting and the automated nestings are
shown below:-
Figure 106 Automated Nesting
In this figure the parts present outside the figure are not nested because of the spacing
problems due to computer allocation. Thus there would be a reduction in the utility factor
of the panels.
Figure 107 Automated Manual nesting
With the automated manual nesting the pieces could be nested together in one single place.
In relation with the hull where there are bent plates considered the bending of the plates is
carried out at the design offices which is as follows in terms of cost estimates
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Table 4
Bending Activities for a section
Time consumption for a plate to be bent 1.5 Hours
Average bent plates needed for a section 7
Total time consumed 10.5 Man hours
Cost of a man hour in design office 45 Euros/Hrs.
Total cost occurred at the design office 472.5 Euros
Work at the shipyard
material wastage level allocated 10% of the total plate
Weight of a plate on an average 5 tonnes
Material wasted due to tolerance 0.5 tonnes per plate
Cost of a ton of steel is found to be 1000 euros per tonne
Cost incurred due to tolerance 500 Euros per plate
Total cost for 7 plates 3500 Euros per section
Man hours spent on activities 25 Man hours
Activities include polishing and cutting of additional material
Cost per man hour at the yard 12 Euro per man hour
Total cost of the production 300 Euros
Total cost observed at the yard 3800 Euros
Total saving observed 3327.5 Euros
The cost of the bending of the plates per man hour at the yard is for the low skilled workers
which account to 12 Euros per man hour and no of plates to be bend for a section varies
from section to section location thereby the global average is taken into account.
In relation with the total cost estimates the summary of the total costs including all the
attributes considered for the analysis is provided in the table below.
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Table 5
For a section of the ship
For the shipyard
Total cost savings at the hull area 6930 Euros
Total cost savings at the piping area 5430 Euros
Total cost savings at the nesting part 624.95 Euros
Total cost savings at the plate bending 3327.5 Euros
Total cost savings of all the parameters 16312.45 Euros
For a ship with 20 units in our case
Total cost savings of all the parameters 16312.45 Euros
Number of units 20
Total savings on the ship for the yard 326249 Euros
This refers to a total savings of 326,249 Euros for the shipyard if the integration of the work
outsourced from the design offices to the shipyards is carried out. This number may vary
from a ship to a ship depending on the number of sections present and the time taken from
the section to be built.
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CONCLUSIONS
The work carried out at the economic analysis of the thesis, we could clearly see a noticeable
amount of saving at the shipyards and also involving more workforce and space at the
shipyards towards manufacturing rather than focusing more on in house design offices.
Thereby spending a considerable amount of time in the design stage would certainly benefit
the outcome of the ship during the production stage and also a better level of detailed
information which can provide any type of worker to understand the information and
process it in a much faster rate. The nesting operations if done semi-automated (i.e. It is
initially automated using the software and manually adjusted later.) provides better savings.
Having lower tolerance values by providing higher level of documents in the plate bending
ensures lower material wastage and man hours. The 3D model created in the design offices
helps to modify the work faster and update depending on the remarks provided by the
shipyards.
Further work on this particular domain could be carried out by even considering the
outfitting part of the design and production of the section and then reciprocating the same
into the economic analysis would ensure a more precise number in terms of savings of the
costs. Also considering the various markets around the world to check for the possibility, if
this integration could be implemented specially in the Europe.
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REFERENCES
Literature
M.R. DUFFEY and J. R. VAN DORP Risk Analysis for Large Engineering Projects:
Modelling Cost Uncertainty for Ship Production Activities.
Volker Bertram, ENSIETA ,Jean-Jacques Maisonneuve, SIREHNA and Jean-
David Caprace, Philippe Rigo, ANAST, University of Liège Cost Assessment in
Ship Production.
Integrating cost estimating with ship design process by Laurent Deschamps and
Charles Greenwell SPAR Associates Inc.
Maritime engineering reference book by Antony F Molland.
Practical ship design by D.M.G Watson.
Ship construction by D.J.Eyres.
Practical Ship Design by D.G.M Watson.
Economic Analysis and information from Wikipedia.
Software Related
Geert Tepper,Theodoor de Jonge Nupas Cadmatic vision on cad/cam system
development in today’s ship building environment
Nupas Cadmatic Basic user v6.0 Version manual
Nested Material Manufacturing Technology Improvement from centre of Naval
Ship building information(www.cnst.us)
Aveva user manual handbook
Guide on learning Aveva Marine provided by Aveva Inc.
Auto nesting Procedures taken from http://www3.eng.cam.ac.uk
Auto nesting user manual handbook
Technical Information
Ship Design Group office in Galati, Romania.
Damen Shipyard in Galati, Romania.
Ship Building Quality standards (IT 2370) Damen Shipyards in Galati, Romania.
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
WORKS.
“EMSHIP” Erasmus Mundus Master, period of study September 2013 – February 2015
pg. - 97 -
APPENDIX
The appendix consist of the drawings in a bigger scale to in order to have a better
understanding of the pictures downscaled for the thesis.
Figure 48 Enlarged View
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 98 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 49 Enlarged view
Figure 50 Enlarged View
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
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pg. - 99 -
Figure 51 Enlarged View
Figure 52 Enlarged View
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 100 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 53 Enlarged View
Figure 56 Enlarged view
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
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pg. - 101 -
Figure 68 Enlarged view
Figure 69 Enlarged View
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 102 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 80 Enlarged View
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
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pg. - 103 -
Figure 85 Enlarged View
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 104 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 86 Enlarged View
Figure 93 Enlarged View
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
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pg. - 105 -
Figure 96 Enlarged View
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 106 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
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pg. - 107 -
Figure 100 Enlarged View
DASARAPALLI HARSHA VARDHAN REDDY
pg. - 108 - Master Thesis developed at “Dunarea de Jos” University of Galati, Romania
Figure 101 Enlarged View
INTERACTION OF DESIGN-PRODUCTION STAGES IN HULL AND PIPING SHIPBUILDING
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pg. - 109 -
Figure 103 Enlarged View
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