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As a result of the increased pressure to reduce cost and delivery times of modern ships, many shipyards are revising their processes and tools to manage and share information across all shipyard departments. An important part of this process is in many cases the implementation of PLM (Product Lifecycle Management) Systems or an extended use of the PLM Systems to manage all the information that must be shared by the shipyard departments (engineering, purchasing, planning, operations, production, etc.). The solution presented in this panel for an advanced integration between the CAD and the PLM intends to comply with the most demanding requirements of the shipyards as well as to maintain the efficiency, the scalability and the performance of the shipbuilding CAD tool.
This project presents in detail the architecture of the applicability solution as well as the expected advantages and benefits for any shipyard. The use of specialized shipbuilding CAD Systems in a shipbuilding environments is crucial for the efficient design and manufacturing of ships. The scalability refers to both the number of CAD users and to the number of vessel items to be handled. Vessels are very complex products that may be composed of millions of items, requiring a large number of designers, accessing concurrently to the vessel product model. The design cycles of these vessels are usually very long and there are many design changes along the whole vessel lifecycle. Performance is another critical requirement, especially in the detail design and manufacturing stages, when the detail design is almost complete, there are hundreds of users working on the model, model changes are constant and information for the production processes must be provided continuously.
The introduction of computer-integrated manufacturing in ship production will involve more than linkage of separate automated ship production processes. It will create major changes from design through delivery. This paper presents the results from a three-part project: (1) a manufacturing literature survey of computer-integrated manufacturing (CIM) and supporting technologies, (2) a National Science Foundation (NSF)-sponsored workshop on CIM in ship production, and (3) research and development recommendations to facilitate CIM in ship production.
In a dynamic world of continuously evolving naval ship design along with the application of innovative new technologies, it is proving increasingly challenging to apply the traditional approach of navy-specific, prescriptive-based standards. This presentation discusses the transition from military unique to global commercial design concepts, the adoption of performance and goal based philosophies by navies around the world, and some thoughts on where design and standards may be headed in the near future.
Historically, the maturing of the industrial revolution in both Europe and America in the twentieth century facilitated the establishment of the modern industrial state. Western Society experienced an increased reliance on technology, and there was an emphasis on machines built purely for military application. This resulted in engineering specialties for warfare. With the rise of specialty sciences came the need for standardization to create consistent, quality equipment. Thus, military standards, suited only for military use, were developed. This trend, one of naval specialization, became the traditional approach to navy design and development for the next century. Some of its characteristics included design based on in-house standards (derived from extensive naval experience), prescriptive specification driven requirements, and self-regulation.
The end of the Cold War brought with it the end of lavish military budgets. Globally, navies began looking for cost-efficient ways to maintain their industrial base and their military effectiveness. After many years of evolving separately, military ship designers and builders began once again to look to commercial builders, examining the methods they use to build commercial ships.
Some initiatives included U.S. Acquisition Reform Initiatives (1992-2000), developing designs that are ‘innovation friendly’, the decision of several navies to leverage the commercial experience of classification societies (resulting in several rulesets addressing naval and defense ships), and the melding of commercial and military information technology - such as for unmanned and autonomous operations, and cybersecurity concepts.
There has been a continuous incorporation of new and evolving technologies to design. As the world builds naval fleets that increasingly rely on technological advances, where will this lead and how will it all be incorporated into the design process? This paper examines the impact that a number of factors might have on the global naval fleet, including autonomous operations, larger fleets comprising smaller ships together with a reduced number of ship classes, the weaponizing of big data, and how global navies will both safeguard vessels from cyber threats and employ cyberwarfare.
Multidiscipline three-dimensional (3D) design tools are utilized by most advanced shipyards in the world to gain both competitive advantage and productivity. While deadlines become shorter and shorter, the complexity of modern commercial vessels increases steadily; therefore, it is imperative for the marine industry to integrate diverse engineering information systems. 3D models are repetitiously constructed mainly because specified requirements on different design stages are time-consuming. In order to supersede costly point-to-point integration or system-specific integration that have been used, much attention has been paid to develop the advanced and open platform to not only codevelop parts by designers at different geographical locations, coordinate dissimilar applications and application components, but facilitate connectivity and the overall communication process to provide the end user with integrated and consistent data. This paper describes the object-oriented data-sharing collaborative design support system (DSS). DSS is proposed to speed up the construction of 3D models by the Internet technologies to translate product data and further be capable of providing reasonable model configurations of XML descriptions and sharing Web Services on the Internet to comply with shipyards’ specific strategies.
U.S. shipbuilding productivity is significantly less than that of Japan and some European countries. The traditional view has either minimized the importance of the difference in productivity between U.S. and the best foreign shipyards, or focused on the lack of opportunities for U.S. yards to build in long series. As a result of research since 1977—much of it conducted under the auspices of the Maritime Administration National Shipbuilding Research Program—a new view of the productivity difference has developed. Several studies have established that the productivity difference is very large. A number of studies have related this difference to new methods and systems of shipbuilding developed abroad. Based on a review of the literature, this study describes these methods and systems and examines obstacles to their adoption in the United States. Implications for public policy are discussed. Some current efforts of U.S. shipbuilders to improve productivity and Maritime Administration and Navy programs of technology promotion are referenced.