Ship Construction, Key Notes For This Fascinating Process - Shorter

SHIP CONSTRUCTION, KEY
NOTES FOR THIS

FASCINATING PROCESS
Roberto Morante Villareal
Marine Engineer & Naval Architect
MATERIALS & MARINE STRUCTURES DEPARTMENT MANAGER
R+D
COTECMAR
Km 9 Via Mamonal - Cartagena
rmorante@cotecmar.com
roberto.omar.morante.villareal@gmail.com
SHIP CONTRUCTION, KEY NOTES FOR THIS
FASCINATING PROCESS
SHIP CONSTRUCTION, KEY NOTES FOR THIS FASCINATING PROCESS
SHIPBUILDING
OVERVIEW
KEY CONCEPTS
• Long history from the earliest beginnings of mankind
• Very traditional and conservative
• Slow introduction of change
• Basic approach is similar over the years
• Change from wood to iron to steel
• Change from oars to sail to steam with paddlewheel to propeller to diesel
• Factors impacting shipbuilding (compared to automobile and aircraft industry)
Portability of the product - able to pick it up anywhere in the world
Use in world trade - product travels all over the world
Flags of convenience
Foreign labor costs/conditions
World trade growth
National goals (policies)
Relatively low labor skills required for both shipbuilding and ship operation
Labor intensive with easily transferred shipbuilding skills and contribution to balance of payments
makes it an attractive industry for developing countries
Relatively low investment cost.
• Shipbuilding Industry made up of many segments
• Company Types: depends on where you are in supply chain
SHIPBUILDING
AROUND THE
WORLD
SHIPBUILDING AROUND THE WORLD

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

THE WORLD FLEET AS A WHOLE
Ship Type Category Number

Cargo Ships 40 000
Passenger Vessels 7 500
Naval Ships and Craft 26 500
Other Self-Propelled Vessels 42 000
Barges and Other Inshore 238 000
Vessels
Total 354 000
THE WORLD FLEET OF NAVAL SHIPS AND CRAFT
Ship Type Category Number

Aircraft Carriers 30
Submarines 600
Large Surface Combatants 800
Small Surface Combatants 8150
Mine-Warfare Ships and Craft 1070
Amphibious-Warfare Ships and 5200
Craft
Seagoing Auxiliaries 1700
Service and Other Craft 8900
Total 26 450
MARINE COMPANIES AND EMPLOYMENT
Companies/ Employment
Industry Organizations (000s)
Sector Min. Max. Min. Max.
Ship Design 350 450 25 35
Shipbuilding 450 500 335 400
Manufacturing 800 1,000 500 800
Ship Operation 2000 3000 1750 2250
Navies 400 450 2500 2750
Ship Repair 500 600 100 120
Totals 4500 6000 5200 6355
Min/Max Range given due to uncertainty

MAJOR SHIPYARDS
Region Countrie Yards

s
North America 1 3
South America 1 1
Western Europe 6 9
Eastern Europe 1 1
Asia 4 25
World Total 13 39
MEDIUM-SIZED SHIPYARDS
Region Countrie Yards

s
North America 1 6
Western Europe 8 23
Eastern Europe 4 7
Asia 5 40
World Total 18 76
SMALL SHIPYARDS
Region Countries Yards

North America 2 36
South America 5 13
Western Europe 14 144
Eastern Europe 8 37
Africa 2 10
Australasia 1 10
Asia 11 110
World Total 47 347
NUMBER OF SHIPS DELIVERED ANNUALLY
Country Number Revenues

(US $ Billions)
USA 5– 8 11
Germany 30 – 40 5
Japan 175 – 250 20
Korea 150 – 200 15
China 20 - 40 2
European
Shipbuilding
GENERAL OBSERVATIONS
• The shipyards are the few private shipyards that
are still trying to compete in commercial shipbuilding.
• Their productivity is still lower than Japan but is
similar to Korea.
• Some of the shipyards have a very long history (up to
300 years) whereas some are relatively new (50 years)
• They have all been “modernized” but three of them
were the reconstructed East German Shipbuilders and
are the most modern.
•Most shipyards receive some subcontracted structural
blocks. However the Dutch carry it to the extreme of
having hulls subcontracted which they complete.
Kvaerner Masa Turku Shipyard Findland

Flensburgh Shipyard Germany

Volkeswerft Shipyard Germany

Volkeswerft Shipyard Germany

Aker MTW Shipyard Germany



Kvaerner Warnow Shipyard Germany

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

IHI Kure Shipyard Japan

Oshima Shipyard Japan

Sanoyas Shipyard Japan

Samho Shipyard Korea – Hyundai Subsidiary

Daewoo Shipyard Korea

Samsung Shipyard Korea

Hanjin Busan Shipyard

GUANGZHOU Shipyard
SHANGHAI WAIGAOQIAO Shipyard

Dalian New Shipyard

Hyundai Shipyard Korea

The World’s Largest Shipyard
Hyundai Shipyard Korea

The World’s Largest Shipyard
MARKETS, DEMAND AND

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

DEMAND AND SUPPLY
• 40+ Million GT World shipbuilding annual capacity
• Current annual shipbuilding demand 30+ Million GT
• Demand has peaked, capacity still increasing mainly

in China but in Korea repair yards are being
converted into new construction yards.
• Competition is fierce and shipbuilding subsidies are

required by most countries
• Profit levels are low <5%

SHIPBUILDING MARKETS
Markets Segments by Ship Type
LARGE VOLUME
Bulk Carriers
General Cargo
Tankers
INTERMEDIATE VOLUME
Container Ships
RO RO Ships
Chemical Tankers
Ferries
Reefer Ships
NICHE VOLUME
Passenger /Cruise Ships
Car Carrier
LPG Carrier
Oil/Bulk/Ore
LNG Carrier
SUPPLY (Continued)
• Hyundai, with 6 drydocks and 16,000 workers
produces 60 to 70 ships per year.
• Daewoo, with 3 drydocks and 8,000 workers
produces 30 to 40 ships per year
• Japanese shipyards focus assembly on 1 dry-dock
and produce 6 to 8 ships per year.
• General Dynamics with two shipyards and 14000
workers produce 4 ships per year.
• Newport News Shipbuilding with 18,000 workers
produce one aircraft carrier every 4 to 5 years plus a
few submarines
FACTORS EFFECTING SHIPBUILDING MARKETS,

DEMAND AND SUPPLY
FACTORS AFFECTING SHIPBUILDING MARKETS,

DEMAND AND SUPPLY
• Freight rates and scrapping rates depend on surplus
Tonnage.
• Surplus tonnage for tankers is reducing and, of course, is

impacted by the double hull requirement
• Surplus for bulk carriers is at ten year higher.

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

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

HULL FORM USAGE
• Merchant Ship
• Naval & Coast Guard Vessel
• Recreational Vessel
• Utility Tugs
• Research & Environmental Ship
• Ferries
DFP IN BASIC DESIGN

HULL FORM BY SUPPORT
TYPE
• Aerostatic Support
- ACV (Air Cushion Vehicles)
- SES (Captured Air Bubble)
• Hydrodynamic Support
- Hydrofoil
- HYSWAS (HYdrodynamic Small Waterplane
Area Ship)
-Planning Hull
• Hydrostatic Support
- Conventional Ship
- Catamaran
- SWATH (Small Waterplane Area Twin Hull)
- Deep Displacement
• Submarine
- Submarine
- AUV/ROV
Aerostatic Support
- Supported by cushion of air generated by a
fan.
- ACV (Air Cushion Vehicle)
hull material : rubber
propeller : placed on the deck
amphibious operation
- SES (Surface Effect Ship)
side hull : rigid wall(steel or FRP)
bow : skirt
propulsion system : water jet propulsion,
supercavitating propeller, not amphibious
operation
Aerostatic Support
Aerostatic Support
E
Aerostatic Support
Hydrodynamic Support
Planning Hull
- supported by the hydrodynamic pressure developed
under the hull at high speed
- V or flat type shape
- commonly used in pleasure boat, patrol boat,
missile boat, racing boat
Hydrofoil Ship
- supported by a hydrofoil, like wing on an
aircraft
- fully submerged hydrofoil ship
- surface piercing hydrofoil ship
Hydrostatic Support
• Displacement ship
- conventional type of ship
- carries high payload
- low speed
• SWATH
- small waterplane area twin hull (SWATH)
- low wave-making resistance
- excellent roll stability
- large open deck
- disadvantage : deep draft and cost
• Catamaran/Trimaran
- twin hull
- other characteristics are similar to SWATH
• Submarine
Hydrostatic Support
Hydrostatic Support
Hydrostatic Support
Hydrostatic Support
Hydrostatic Support
Hydrostatic Support
Hydrostatic Support
Hydrostatic Support
DFP IN BASIC DESIGN

HULL FORM DEVELOPMENT
The Design Spiral

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

in x, y and z directions is necessary to
represent the ship hull.
•Table of Offsets
•Lines
- body plan (front View)
- shear plan (side view)
- half breadth plan (top view)
Figure 2.2 - The Projection of Lines onto 3 Orthogonal Planes


Intersection of planes (waterlines) parallel to the
baseline (keel).
Figure 2.3 - The Half-Breadth Plan


Intersection of planes (buttock lines) parallel to the
centerline plane
Figure 2.4 - The Sheer Plan


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

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


EconoForm: Entirely flat or conical surfaces, patented in 1999
Fishing vessel Tug


DESIGN/PRODUCTION
INTERFACES
Design/Production Interfaces
• Implementation of the Build Strategy in order to:
Prepare a design that takes into account agreed

processes, facilities and equipment
design out non-value work
ensure integration of steel and outfit work to give

shortest delivery schedule
increase STANDARDIZATION
Design/Production Interfaces (Continued)

• Definition of processes and standards to allow simple of
effective planning systems to be used.
• Development of Interim Product System
• Production simplification
• Definition of optimum methods based on existing
facilities and equipment to maximize flowline production
• Identification of facility and equipment changes that will
improve productivity
• Communication of change to technical and planning
functions
Design/Production Integration (Continued)

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

Engineering for Ship Production (Cont.)




Engineering
for Ship
Production
(Continued)
Engineering
for Ship
Production
(Continued)


Engineering
for Ship
Production
(Continued)
Engineering
for Ship
Production
(Continued)



Engineering
for Ship
Production
(Continued)
Vosper Thornycroft
BAE Marine Barrow

BAE Marine Govan
BLOCK A MEGA-BLOCK B + C BLOCK D BLOCK E BLOCK F
UK MOD TYPE 45 SHIP GRAND BLOCK BREAKDOWN

UK MOD TYPE 45 SHIP BOW GRAND BLOCK

UK MOD TYPE 45 SHIP BOW GRAND BLOCK

UK MOD TYPE 45 BOW SECTION DESTROYER

UK MOD TYPE 45 MID BODY DESTROYER

COMPLETED UK TYPE 45 DESTROYER

SPANISH FRIGATE BLOCK BREAKDOWN
Spanish Built Norwegian Frigate Block Breakdown

NAVAL SHIP ON-BLOCK OUTFITTING

NAVAL SHIP ON-BLOCK OUTFITTING

B&V Construction inside a Covered Floating Dry-

dock
SHIPBUILDING PROCESS
SHIPBUILDING PROCESSES
• The shipbuilding process consists of fabricating raw

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

SHIPBUILDING PROCESSES
NON-CONSTRUCTION CONTRUCTION
Administering Storing
Managing Handling
Marketing Preparing
Designing Cutting
Estimating Fabricating
Contracting Welding
Engineering Assembling
Planning Block Constructing
Ordering/Buying Block Outfitting & Painting
Managing Material Block Erecting
Delivering Zone Outfitting
Guaranteeing Launching
Testing
SHIPYARD PROCESSES (Continued)

• Processing Equipment Structure
Blast & Prime
Cut and Mark
Plate Forming
Shape Forming
Panel Line
Assembly Line
Block Line
Curved Block Assembly
• Processing Equipment Pipe
Cutting
Flanging
Bending
Structural Plate Parts

Pipe Pieces
Structural Profiles
Hull Fitting Parts

Slot Web Frame System

Split Double Bottom Block Line

Subassembly Pallets
Block Outfitting
Grand Block Assembly

Curved Block Line

Large Block being Outfitted

Block Assembly Jig

Outfitted Block Being Erected in Building Dock

Grand Block Being Outfitted




Modern Covered Inclined Building Berth

Building Dock
Elevator for Mega Block Movement to Building Dock

A Very Heavy Lift Movement (14000 t)

Subcontracted Blocks (Some Outfitted) delivered on Barge

Subcontracted Blocks (Some Outfitted) delivered on Barge

ZONE OUTFITTING
ZONE CONSTRUCTION
• Zone Construction is a management methodology based
on organizing work by Zone rather than by System.
• Zone Construction relies as much on who does the

planning, scheduling and control, as the actual tools and
techniques for organizing the work.
• The intent of breaking the ship down into Zones is to

reduce the management tasks in size by being “Product-
oriented” rather than System-oriented.
• Zone construction may or may not use Advanced

Outfitting.
ZONE CONSTRUCTION (Continued)

The benefits of Zone Outfitting are:
• Reduced Work Package size and scope, by focusing
on Zones rather that the ship or large portions of it.
• This results in a level that an individual is more
capable of understanding and managing.
• Forcing all departments to pay attention to the
planning and interfaces in which they are involved.
• Forcing Production to take an active role early in the
product development.
• Promoting the use of multi-skilled teams.
• Engineering provides technical documentation that
supports Zone Outfitting.
ADVANCED OUTFITTING
ADVANCED OUTFITTING
• It is the fitting to ship structure, before and after it is
erected on the building berth, of outfit items at a
significantly earlier time in the building sequence than is
traditional.
• The organization of information and materials to a plan
that applies labor and facilities to integrate ship’s structure
and outfit materials at the earliest and most cost effective
stage of the construction process.
• Advanced Outfitting is normally divided into three types,
namely: On Unit On Block On Board
ADVANCED OUTFITTING (Continued)

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



Finish On-block Advanced Outfitting

Finish On-block Advanced Outfitting

Modular cabin Advanced Outfitting

Multilevel On-unit Advanced Outfitting

LAUNCHING METHODS
End Inclined Sliding Launch

End Inclined Sliding Launch

Launching Ways and Cribbing

Rotating Fore Poppet

Stern Cribbing and Shoring

Center Ground Way with Teflon Strips

Center Way Crushing Strip Fore Poppet

Side Launching
Side launching Excitement

To Have a Canal –> Will Build ships

Ship In Floating Dock Prior to Launch

Ingalls Launching Sequence

Submersible Barge Launching System

Getting the Foot out of the Shoe – Launching from Building Dock
Building Ledge and Dry-dock

Multiple Repair Ledges for Overflooding

SHIPYARD EQUIPMENT
Plates Leaving Blast and Prime Machine

Material Handling – Automated Guided Vehicle (AGV)

Plasma Cutting and Marking Machine

Laser Cutting and Marking Machine

Automated Milling Machine – Two plates at a time

Panel Line
Laser Welding Panel Line

Laser Welding Panel Line

Two Large Panel Lines

Special Panel Turnover Device for Two-sided Welding

Material Handling – Profile Magazine – pre-processing

Material Handling – Profile Magazine – post-processing

Robotic Profile Cutting and Marking Line with Conveyors

Material Handling and Robotic Arm for Profile Cutting

Same Robotic Arm used for Welding and Cutting

Semi Automatic Stiffener Fit and Tack Weld Station

Robotic Sub Assembly Line

Long Plate Butt and Girder Fillet Laser Welding Machine

Robotic Double Bottom Welding Machine

Robotic Material Handling for Robotic Tack Welding Machine

Robotic Stiffener Handling and Tack Welding

Robotic Welding Subassembly Line

Robotic Double Hull Welding Workstation

Robotic Double Hull Welding Line

Robotic Double Hull Welding Machine

Robotic Welding Machine Working with Curved Panels

Rolls for Shaping Plate with Single or Minimum Double Curvature

Ring Press for Shaping Plate with Double Curvature

Hydraulic CNC Frame Bender

Plate Shaping by Line-heating

Early Tilt Table for Welding Curved Plate Panels

Moving Curved Block Line – Pin Jigs on Platforms

Modern (In Line) Tilt Table for Welding Curved Plate Panels
Modern (In Line) Tilt Table for Welding Curved Plate Panels
Pipe Stowage Magazine – pre processing

Pipe Bending Machine

Material Handling Automation – Conveyor Systems

Material Handling Building Dock gantry/Goliath Cranes

Grand Block Elevator

THANKS
Marine Engineer & Naval Architect
MARINE STRUCTURES & MATERIALS DEPARTMENT MANAGER
rmorante@cotecmar.com
roberto.omar.morante.villareal@gmail.com

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SHIP CONSTRUCTION, KEY

NOTES FOR THIS

SHIPBUILDING AROUND THE WORLD

SHIPBUILDING AROUND THE WORLD

Ship Type Category Number

THE WORLD FLEET OF NAVAL SHIPS AND CRAFT

Ship Type Category Number

MARINE COMPANIES AND EMPLOYMENT

Manufacturing 800 1,000 500 800

Ship Operation 2000 3000 1750 2250

Navies 400 450 2500 2750

Ship Repair 500 600 100 120

Totals 4500 6000 5200 6355

Min/Max Range given due to uncertainty

Region Countrie Yards

Region Countrie Yards

Region Countries Yards

NUMBER OF SHIPS DELIVERED ANNUALLY

Country Number Revenues

Kvaerner Masa Turku Shipyard Findland

Flensburgh Shipyard Germany

Volkeswerft Shipyard Germany

Volkeswerft Shipyard Germany

Aker MTW Shipyard Germany

Aker MTW Shipyard Germany

Aker MTW Shipyard Germany

Kvaerner Warnow Shipyard Germany

Kawasaki Shipyard Japan

IHI Kure Shipyard Japan

Oshima Shipyard Japan

Sanoyas Shipyard Japan

Samho Shipyard Korea – Hyundai Subsidiary

Daewoo Shipyard Korea

Samsung Shipyard Korea

Hanjin Busan Shipyard

SHANGHAI WAIGAOQIAO Shipyard

Dalian New Shipyard

Hyundai Shipyard Korea

Hyundai Shipyard Korea

MARKETS, DEMAND AND

SHIPBUILDING MARKETS (Continued)

DEMAND AND SUPPLY

• 40+ Million GT World shipbuilding annual capacity

• Current annual shipbuilding demand 30+ Million GT

• Demand has peaked, capacity still increasing mainly

• Competition is fierce and shipbuilding subsidies are

• Profit levels are low <5%

FACTORS EFFECTING SHIPBUILDING MARKETS,

FACTORS AFFECTING SHIPBUILDING MARKETS,

• Surplus tonnage for tankers is reducing and, of course, is

• Surplus for bulk carriers is at ten year higher.

DESIGN AND PRODUCTION MUST WORK INTERACTIVELY

DFP PRINCIPLES (Continued)

DFP IN BASIC DESIGN

• Naval & Coast Guard Vessel

• Research & Environmental Ship

DFP IN BASIC DESIGN

DFP IN BASIC DESIGN

The Design Spiral

Ship Hull Form and Geometry

• Since the ship is a 3-dimensional shape, data

Ship Hull Form and Geometry