JNE514 Lecture & Reference Notes

SHIPYARDS
1. Evolution of Shipyards

To be economically viable, the development of a new shipyard requires the fulfilment of

five basic requirements: existence of potential customers, availability of skilled
workforce, financial funding, selection of a suitable product mix, and implementation of
an efficient production process.

Shipyard layouts dramatically evolved from a 1st generation pattern in the pre-WWII to a
4th generation one in the late 1980s, and even to a 6th generation during the last decade
(Bruce and Garrard, 1999). This evolution resulted from a massive implementation of
Group Technology production processes (Storch et al., 1988).

The experience of the 1970s showed that investments in facilities for mainly upgrading
the mechanisation tools and the lifting capacities were detrimental to flexibility and most
of the concerned shipyards collapsed when the 1970s crisis happened. On the other hand,
those which focused more on the integration of Group Technology principles with the
existing technology improved their management and pioneered the 4th generation
shipyards which addressed the work organisation and the management system rather than
the facilities development (Bruce and Garrard, 1999).

Particularly the shift from the 3rd generation to the 4th generation shipyard was
accentuated by the outfitting approach. In the former, pre-outfitting was considered as a
separate process, while in the latter, the layout is based on the integration of HBCM,
ZOFM and ZPTM processes, leading to the subsequently adopted U-shaped arrangement
of shops around the building area better known as compact shipyards.
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Figure 24: Who's involved? (Source: Tribon M3)

Shipyards may be assumed to be equipped with building capacities to handle

simultaneously multiple ships in progress. The erection area may be expected to comprise
of at least three distinct building platforms, which may consist of berths, graving docks or
even a synchrolift depending on the site configuration and the future prospects of the
shipyard.

Besides ships are expected to be launched, completed and delivered at different dates,
thus it is likely that two piers or quays for afloat outfitting operations should fill the
requirement.

Before looking at the details of shipyard layouts it is necessary, first of all, to understand
the various stages in the ship production process. Conceptually, this is explained by the
following flow diagram.
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Cutting Of plates
Plates, sections Forming & sections
Preparation
Marking

Outfit items Sub-Assembly Plates/sections

into panels

Combination of
Outfit items
Assembly panels

Outfit items Combination of

Fabrication
assemblies into
blocks/units

Joining of
Outfit items Erection/Berth blocks on berths

Outfit items Basin/Afloat

The hull is constructed (in series of stages outlined above and) such that production is
continuous. Many different layouts are possible, but best layout is that in which the
materials travel the shortest possible distance with minimum handling.

The simplest journey is a straight line and the ideal arrangement of the full construction
yard is to provide unit-directional material flow as shown in Figure 25.
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Figure 25: Basic hull steelwork flow

Such an ideal arrangement is often not obtainable due to yard surroundings. Obvious
alternatives are “L” or “U” shaped flows dependent on the physical environment and
areas available and could be visualised as shown in Figure 26.

Figure 26: Alternative "L" & "U" steelwork flows

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1.1 Key Concepts

The shipbuilding process consists of fabricating raw material into ship parts and
assembling them, along with purchased equipment and components to produce the
finished product, namely the ship. All shipyards have the same basic processes.
Shipyards should be close to and have access to road and or rail which should be suitable
for delivery of equipment, components and raw materials, the yard should have at least
one boundary adjacent to the water.

The shipyard requires the following attributes:

 Warehouses and raw materials storage areas

 Shops to fabricate and assemble parts into sub-assemblies, assemblies and even
outfitted blocks
 Building berth and system of transferring the ship to water
 Syncrolift, dry dock, floating dock, travel lift
 Pier(s) to secure the ship after launching

The goals of the facility layout that must be considered are, optimising material and
work-in-process inventory, minimizing buffer storage consistent with uniform flow
through-out the yard as well as minimizing the number of lifts and reducing distance
material and interim products must be transferred.

Figure 27: Typical cranes in use at shipyards

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Of paramount importance to all production phases is the crannage. Indeed cranes are
required in all steps and stages of construction, from steel receipt and storage through to
outfitting. As the prime means of heavy-lift capacity, cranes are needed to lift anything
from single steel plates through to unit assemblies. Crannage alone acts as one of the
major limiting factor in shipyard operations.

The shipyard is essentially an assembly plant geared to the assembling of structural steel
units, yet it has an important subsidiary role in the shaping, cutting and fabrication of
steel sheet and piping in conforming to the specifications of ship design.

It becomes obvious that space is a crucial factor and, together with crannage, serves to
inhibit the range of responses to changing demand that can be made by shipyard
management and therefore goes right into the heart of shipbuilding competiveness. The
need for a flexible approach to facility layout and allocation of mechanisation is a must in
today‟s market place.

Figure 28: Shipyard production process

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Figure 29: Pacific Shipyards Corporation yard

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Figure 30: Simutomo Oppama yard

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Figure 31: Mitsubishi Koyogi yard

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1.2 Factors Influencing Yard Layouts

The layout problem is common to every type of enterprise - from small retailer to the
largest manufacturing industries. The aim of each company is to obtain maximum benefit
from their facilities. The adequacy of the layout directly affects the efficiency of the plant.

There are typically six factors that affect shipyard layout, these are:

1) The Range of Ship Types to be Built and Number/per year

Ideally this should be one type, or two types of approximately similar type and size. In the
case of one type, this can lead to a rationalisation or standardisation of design and
production process, series production and a high efficiency of output.

Due to fluctuations in world demands for various types, this ideal case is not often met in
practice. Possible exceptions are yards that produce vessels such as naval ships or small
steel craft. In general, the type of vessels to be built will have considerable bearing upon
the basic layout of the yard in respect of their size and various work contents, such as a
large proportion of outfitting work in case of passenger and naval ships, or a large
proportion of steelwork in case of tankers.

2) Space Required

The overall area is governed by the space required for various stages of the build process.
Such spaces should be of a size capable of accommodating the proposed flow of materials
through them.

The size of the various spaces should be such that there is a level workload through the
production process. In practice the workload is not level and it is normal to incorporate
buffer areas where materials may be stored before moving on to the next stage in the
process. The amount of space required for the various stages can be estimated by
considering the building programme of the yard.

3) Space Available

In practice, particularly in existing yards, it is not possible to allocate the ideal size of
spaces which have been mentioned above. In this case it is necessary, by careful
production planning or relocation of some areas and a change in basic production
techniques, to improve the flow of material through the various shops.

4) Amount of Mechanisation

The actual amount of mechanisation and automation will depend on the capital
expenditure available, the wage level of the area/country and the availability of labour;
for example, if labour is cheap and plentiful it may be advantageous to carry out
operations manually in a preference to using high cost machinery. Alternatively, if there
is a shortage of labour, or labour costs are high then it may be preferable to invest in
automation instead.
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5) Materials Handling

The speed, direction and efficiency of material flow will depend on the type of
transportation employed. Ideally, the handling of material should be kept to a minimum.
For an efficient flow process it is necessary that the correct item is deposited in the
correct place at the correct time using least effort and cost.

6) Construction Methods Employed

Directly related to the foregoing items are the methods of construction employed. The
design and construction method should be best suited to the production facilities and vice-
versa. For example, the size and layout of the ships, materials handling, etc, will depend
on factors such as the amount of pre-fabrication employed, whether flat panel shops are
used, and the ambient weather which will indicate the amount of work to be carried out
under cover.

Figure 32: Abu Dhabi Shipyard

Ideal Shipyard layout should provide for easy low of materials (no bottle necks) a
uniform workload, this will ideally offer a shorter build cycle and economies in
construction practices.

1.3 Building Alternatives

Building Berth

 low initial cost

 no shelter from weather
 high cranes required
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 launching costs are high

 possibility of structural damage during launch

Figure 33: Building berth

Building Shed & Ship Lift

 high initial cost

 shelter from weather
 good access
 high cranes required
 low launching costs
 low possibility of damage during launch

Figure 34: Building shed & launch

Building Dock
 high initial cost
 no shelter from weather
 access may be hard
 lower cranes required
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 low launching costs

 lower possibility of damage during launch

Figure 35: Building dock

Figure 36: Building combination

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Building Shed & Launch

 high initial cost

 shelter from weather crucial for composites
 good access
 launching easy & safe for small vessel

4.1.4 Specific Flows in Shipyards

Factors effecting the development of the shipyard layout include such things as:

 Type and quality of ships being built

 The area required
 The existing area available
 Materials handling & transfer systems
 Production methods adopted
 NC processes
 Block and sub-assemblies
 Shot blasting & painting
 Covered space requirements

Legend
1 Steel Store 2 Part 3 Panel Production
Manufacturing
4 Block Assembly 5 Painting 6 Final Assembly
7 Ship Lift 8 Out Fitting Quay 9 Out Fitting Centre
Figure 37:Typical shipyard flow
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The operations mainly relate to, steel works, outfitting and storage, pre-erection activities,
ship construction and outfitting and would generally require the following facilities to be
analysed:

1. A steel stockyard
2. A steelwork hall
3. An outfitting centre
4. A pipe shop
5. A general-purpose shop
6. A paint shop
7. A warehouse
8. A units and blocks storage area
9. An erection area consisting of three platforms
10. Outfitting quays
11. Lifting and handling installations
12. One building accommodating the production supporting services
13. One building accommodating the management and administrative offices
14. A health and medical service
15. A training centre
16. A building accommodating the catering services
17. A transportation & parking
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1.4.1 Shipyard Layout Flow

In ship yard layout a flow analysis is paramount in the design of the layout. Flow analysis
deals with the quantitative and qualitative assessment of the movements of personnel,
materials and information between the facilities. The primary emphasis is on the flow of
materials as it must be optimised to ensure the optimum effective flow of products. Figure
38 shows a typical layout used in the early planning phase to study the flow and timing of
product through the yard; Table 1 lists some typical space requirements for a yard.

Figure 38: A typical layout

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Table 1: Space requirements of a production facility (Source: Charbane 2004)

1.4.2 Material Flow Patterns

Shipyard material flow management challenges directly contribute to higher cycle times,
excess inventory, low material availability rates, and re-manufacture/re-procurement costs
due to rejected, damaged or lost parts.

To maximize the benefit of any shipyard production line, it is important to regard the line
as an integrated part of the total production system made up of individual station.
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Figure 39: Material flow

Within a plate line some typical work stations are:

 aligning, fitting and tack welding of plate butts

 butt welding (normally with submerged arc equipment)
 turn-over of plate blankets (except for lines using one-side butt welding
equipment)
 marking and edge trimming
 stiffener fitting and tacking
 stiffener fillet welding
 web fitting and tacking
 web welding
 pre-outfitting

The yard should carefully study its overall production capabilities to ensure that the
selected production line equipment is compatible with other equipment. For example,
one-side welding techniques are generally sensitive to the plate edge quality and require
the use of an N/C burning machine or a high-quality flame planer to achieve the required
results.

Thus, a yard without adequate facilities for achieving good plate edge quality should opt
for a less sophisticated welding technique.

For plate lines, it is also important to ensure that downstream transportation facilities are
adequate to allow the fullest extent of panel assembly and possibly pre-outfitting prior to
moving to the block assembly or hull erection areas.

The principle of integration of the production lines into the total yard system also extends
to technical information and the production planning and control routines. For instance,
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successful operation of a panel line requires a detailed plan for panel sequencing and
manpower loading per work station, and of course subsidiary schedules for plate cutting,
stiffener preparation, etc.

Figure 40: Panel line

The most widely adopted application of production line technology within the
shipbuilding industry is in-line fabrication of stiffened steel panels as shown in Figure 42.
Most existing panel lines are not primarily improving the production processes per se, but
are reducing unproductive time between these processes by rationalizing the handling and
transportation of material between organized work stations. Panel lines as shown in
Figure 40; eliminate costly transportation and waiting time through introduction of
rational material handling technology. The work pieces are brought to well-designed
work stations, and the operators and their equipment remain stationary.

In principle, a panel production line consists of a floor mounted conveyor system or roller
bed along which is arranged a number of work stations specially designed, equipped and
manned for the individual operations required to produce a stiffened panel. The width of
the floor-mounted roller bed is normally equal to the widest panel which will be made on
the line (normally 9 - 18 metres), and the length of the line (normally 45 - 150 metres)
depends on the number of work stations and the degree to which the panels are completed
on the line.
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Figure 41: Materials flow - plate line

Figure 42: Aluminium bulkhead material flow layout

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2 CONSTRUCTION PROCESSES
2.1 Ship Building Process

It is clear that an efficient shipbuilding industry is dependent on the effectiveness of the

shipyards, which, in turn, rely on a number of factors. These may range from the
availability of suitable facilities and sufficient capital, to management skill, good labour
force, technical know-how, application of market findings and the efficient use of the
ship building process, as shown in Figure 43.

Figure 43: Ship building process

2.2 Market Investigation

Market investigation is the starting point, as it provides the basic information for the
shipyard to decide what type of ships or offshore structures to build for serving a given
purpose, and how best to utilize its capital investment and manpower. Essentially, the task
involves gathering data and analysing market trends as well as keeping in touch with
ship owners and operators, since the decision to use the ship for a particular trade or
specialist operation would affect the design.

2.3 Preliminary Design

The findings of market investigation, or enquiries made by potential buyers, lead to

a preliminary design study which is aimed at deriving the key design parameters while
satisfying the design criteria which incorporate the requirements and constraints. Typical
input information may be voyage data, economic factors, operational constraints,
production facilities, regulatory rules, etc. Since requirements and constraints are
conflicting, it is not possible to design the ideal ship, and instead the best design is the
SHIP DESIGN & PRODUCTION Lecture & Reference Notes

one which meets the situation most effectively. In the past, ships were designed mainly
on the basis of the experience gained in the building of previous ships.

The tendency to tailor the design to meet the requirements of individual ship owners
meant that optimum designs were not produced. The development of intense competition
within the industry resulted in the building of standard ships to suit many owners, and
the need to optimize the design parameters became essential. As the design process
tends to be iterative, in that we begin with some assumed data before converging towards
the zone of optimum designs, it is a task which is not readily performed by manual
methods.

2.4 Contract Design

Based on preliminary design results, or on existing design data in the case of a standard
ship, negotiations take place leading to a decision being made regarding whether the
project will go ahead or whether modifications are needed. Since finance plays a crucial
role in such decisions, there is now a tendency to employ the computer in certain
aspects of contract decision making, such as to determine the effects when given
factors are changed, and it is also possible to link this function closely with market
investigation.

2.5 Planning

Once the contract is signed, the target date for delivery of the ship is fixed and, in order
to meet this date, it is essential to carry out careful planning of the whole production
process. This is important not only because the reputation of the shipbuilder involved, but
also because it is the usual practice to arrange for payments to be made at specific
stages such as laying of the keel, erection or certain parts, launching and handing over
the ship.

Effective production planning is demanding, as it must make the best use of the
facilities, arrange proper loading of machines and establish buffer areas to avoid bottle
necks etc. Although manual methods have been used successfully in planning, and will
continue to play an important role, the demand for greater throughput and the
introduction of mechanization, as well as the shortage of skilled labour, all point towards
the need for additional assistance.

2.6 Detailed Design

Preliminary design must be supplemented by detailed design which provides additional

information relating to the design of details, to structural detailing as well as to
subsystems such as electrical and piping arrangements and marine engineering
activities. Detailed design calculations are now performed by the computer, while
attempts are being made, with a varying degree of success; to extend the applications to
other detailed design functions. Typically, computer graphics are widely used in these
functions.
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Table 2: Past verses present processes

ITEM PAST PRESENT

Mechanical Calculator / Basic Design CASHIP / NAPA / Ship Constructor / Maxsurf
Design Inking / Rostering / Manual / Draft Machine CAD System
Mould Loft Manual NC
Material Steel Plate Mild Steel (10M length) H.T. Steel (about 30% , 20M length +)
Cutting - Manual NC Cutting Plasma

Welding - Manual
- Co2 automatic welding / Robot welding
- Shield Metal Arc Welding(SMAW)

Fabrication – Manual / Line Heating - CNC Plasma Bending Machine

Assembly - Small Block - Large Block

Painting - Sand Blasting - Shot Blasting/Paint Cell

Transportation - Manual/Fork Lift - Transporter

Production
Erection - Parallel Building - Parallel+Semi-Tandem
- Small Block - P/E => Mega block (3,000ton +)
Outfitting - On-board out fitting
- Complete Pre-outfitting
- Partial Pre-outfitting
- Large Dry Dock
Launching - Sliding Birth
- Land Construction(SKID)
- Dry Dock
- Floating Dock
- Synchro-Lift
- Barge Mounting
Sub-Contractor - Inside Shipyard - Outsourcing

QC General Inspection Programmed / Detailed Inspection System

Production
Bar-Chart => PERT/CPM ERP, CIMS
Planning

Material
Manual Computer Programmed Purchase System
Procurement

2.7 Production

The actual process of production involves a number of basic steps which may be
grouped under the following headings:

Storage: The purchased materials are delivered to the shipyard and stored in the
stockyard
Preparation: The plates and sections are cleaned, primed, cut and rolled in
preparation for manufacture
Subassemblies: Small units (Pallets) are constructed from individual parts
Assemblies: Large units (Blocks) are created from subassemblies
Advanced Outfitting: Many items such as machinery, pipe work, ventilation,
etc. are fitted to the assemblies
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Erection: The blocks are jointed on berth or building docks to complete the hull
construction
Outfitting: Completion of all the items to be installed on the ship other than
those included in advance outfitting

2.8 Tests and Trials

When the construction and outfitting are completed the ship will be subject to a series of
tests and trials to establish whether the systems are functioning properly. Where possible
these tests and trials are undertaken while alongside at the dock. Tests and trials are a
check against specifications and design requirements for individual equipment and
systems that make up the vessel, and the overall, integrated performance of it.

Regulatory bodies also require sea trials to be undertaken if the vessel is to be classified
by that regulatory body.

1. Before being commissioned, each vessel classified by Germanischer Lloyd (GL)

has to undergo sea trials in the presence of a competent Surveyor of GL. Main
objective of this guideline is to give all parties involved, like ship owners,
shipyards, design offices and their subcontractors an overview of the scope of
trials/measurements in order to fulfil the sea trials requirements of GL and the
SOLAS-Convention.

2. Besides the GL Rules for Classification and Construction and the relevant
SOLAS-Convention requirements further national and international rules,
regulations, technical standards and relevant recommendations from competent
bodies have been taken into consideration.

3. The structure of these guidelines is based on typical, up-to-date trial programs for
motor ships performed by major shipyards and shipping companies.

4. The final scope of trials and measurements should be laid down in each case
individually, considering the building contracts and the flag state requirements.
(Extract from Germanischer Lloyd 2007, Sea Trials of Motor Vessels)

2.9 Sea Trials

Once the vessel is complete and after completion of dock trials and other tests, open sea
and deep water trials are undertaken to demonstrate that the vessel can achieve the
designed power, speed and rpm capabilities. These sea trials can be broken down into
three categories as follows:

Standardisation Trials - These speed trials provide a measurement of the vessels

propulsion systems performance. They also provide a comparison of the vessels
performance against model test predictions.

Economy and Endurance Trials - These trials consist of several hours of predetermined
runs so as to determine the power and fuel consumption.
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Manoeuvring Trials and Special Tests - These tests demonstrate the manoeuvring
capability of the vessel. Special tests are undertaken on vessels with unique capabilities,
for example a bollard pull and strain test for harbour tugs.

2.10 Construction Strategies

Shipbuilding is basically an assembly industry dealing with a very large number of items,
about two- thirds of the cost of a ship being dependent on outside suppliers. Some of the
items, such as steel plates, are used for processing purposes while others are required to
be fitted as in the case of propulsion machinery. For this reason the organisation of
shipyard activities must be carefully planned so as to ensure efficient production.

Ship production technology has been shaped by advances in technology, namely within
the areas of steel production, welding techniques and computer process control.

Until 1950, ships were generally built piece-by-piece as seen in Figure 44, a process still
used today for smaller and one of a kind vessels, it is an approach with very low
investment cost, minimum crane requirements, and small scale transport.

Figure 44: Piece-by-piece construction

Assembly construction is another method used for small to medium sized ships. It has the
advantage of being faster and less expensive than the piece-by piece method as well as
providing more flexibility in the sequence of construction. This methods disadvantage is
that it can be very labour intensive.
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Figure 45: Assembly construction

Over the past century, shipbuilders have recognised the advantages of building large
“blocks”, Figure 46, in covered production facilities, and then assembling them in a dry
dock or on a slipway and then fitted out.

Figure 46: Block construction

Although more common in the construction of large vessels, it can be used for smaller
vessels. Blocks can vary in size from 50 tonnes up to 400 tonnes for large vessels. Block
construction has an advantage of achieving higher productivity and therefore lower labour
costs. The disadvantage of “block assembly” is the need for high accuracy control, large
facility investment costs and the reliance on on-time delivery of materials.
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Figure 47: Mega block construction layout (Source: BAE Systems)

Figure 47 shows a Mega modular layout diagram of the proposed Queen Elizabeth class
aircraft carrier.

Grand block are made up of either assemblies or smaller blocks, they are usually painted
and outfitted in advance. The advantage attributed to this method is reduced welding
building-berth erection time, welding is also easier as there is easier access to the blocks.
A disadvantage is the need for larger capacity cranes or module transporters to align each
grand block to each other.

Figure 48: Grand block