EMR 2304 MANUFACTURING TECHNOLOGY IN MARINE
ENGINEERING
Prerequisite: Introduction to Ship Technology
Purpose
The aim of this course is to enable the students to:
1. Understand applications of CAD/CAM in design and production processes
2. Understand basics of robotic and their application in manufacturing
3. Understand what a production facility and building cycle is in relation to work layout,
material handling and storage
4. Understand design considerations for ship production, launching, float out and
inspection
Course objectives
At the end of this course, the student should be able to;
1. Relate specific design and production tasks to appropriate CAD/CAM applications
2. Appreciate the application robotics in manufacture
3. Prepare a production plan applying building cycle in selecting work layout, material
handling and storage.
4. Apply design considerations for ship building, launch, inspection and trials
Course Description
Application of CAD/CAM: architecture of mainframe systems. Applications to production
planning and control, schedules, capacity estimation, process planning design, control of
machine tools and manufacturing processes. Introduction to robotics. High power laser
technology. Primary functions of a production facility and building cycle. Definition of piece
parts, manufacturing of semi-fabricated materials. Steel works production machines, processes
and technique. Assembly of hierarchy of components. Dimensional accuracy and quality
control/assurance. Principles of work layout including work station philosophy and constraint on
site. Materials handling and intermediate storage policies within plant. Inter-relation between
construction technique and assembly plant. Design for production. Group technology: outfitting
and machinery production activities. Launching and float out considerations. Ship and rig build
strategy. Inspection and trials.
Course text books
1. John W. and Gary W (2004), Design of Marine Facilities for the Berthing, Mooring and
Repair of Vessels, American Society of Civil Engineers, 2nd Ed.
2. Gregory P. Tsinker (2004), Port Engineering Planning, Construction, Maintenance &
Security, John Wiley & sons
3. Serope K. & Steven S. (2009), Manufacturing Engineering and Technology, Prentice
Hall, 6th Ed.
References
1. Ben C. Gerwick, Construction of Marine and Offshore Structures, 3rd Ed.
2. T. Graczyk, T. Jastrzebski and C.A. Brebbia, (1999) Marine Technology III (Marine and
Maritime Vol 1). WIT Press.
3. T.J Wang and Alan Pillay, (2003) Technology and Safety of Marine Systems (Ocean
Engineering Series), Elsevier Science.
1
,Chapter 1 SHIP DESIGN
1.1 BASIC DESIGN OF THE SHIP
The economic factor is of prime importance in designing a merchant ship. An owner requires
a ship which will give him the best possible returns for his initial investment and running costs.
This means that the final design should be arrived at taking into account not only present
economic considerations, but also those likely to develop within the life of the ship. With the aid
of computers it is possible to make a study of a large number of varying design parameters and to
arrive at a ship design which is not only technically feasible but, more importantly, is the most
economically efficient.
1.1.1 Preparation of the Design
The initial design of a ship generally proceeds through three stages:
1) Concept
2) Preliminary
3) Contract design.
Concept stage: A concept design should provide sufficient information for a basic techno-
economic assessment of the alternatives to be made. Economic criteria is used to measure
profitability, discounted cash flow or required freight rate.
Preliminary stage: Preliminary design refines and analyses the agreed concept design, fills
out the arrangements and structure and aims at optimizing service performance. At this stage the
builder should have sufficient information to tender.
Contract stage: Contract design details the final arrangements and systems agreed with the
owner and satisfies the building contract conditions. Total design is not complete at this stage, it
has only just started, post contract design entails in particular design for production where the
structure, outfit and systems are planned in detail to achieve a cost and time effective building
cycle.
1.1.2 Information Provided by Design
When the preliminary design has been selected the following information is available:
1. Dimensions,
2. Displacement,
3. Stability
4. Propulsive characteristics and hull form,
5. Preliminary general arrangement
6. Principal structural details
Dimension: The dimensions are primarily influenced by the cargo carrying capacity of the
vessel. In the case of the passenger vessel, dimensions are influenced by the height and length of
superstructure containing the accommodation. Breadth may be such as to provide adequate
transverse stability. A minimum depth is controlled by the draft plus a statutory freeboard. Many
vessels are required to make passages through various canals and this will place a limitation on
the dimensions. The Suez Canal has a draft limit, locks in the Panama Canal and St. Lawrence
Seaway limit length, beam and draft.
2
, Displacement: Displacement is made up of lightweight plus deadweight. The lightweight is
the weight of vessel as built, including boiler water, lubricating oil, and cooling water system.
Deadweight is the difference between the lightweight and loaded displacement, i.e. it is the
weight of cargo plus weights of fuel, stores, water ballast, fresh water, crew and passengers, and
baggage. Since only cargo weight of the total deadweight is earning capital, other items should
be kept to a minimum as long as the vessel fulfils its commitments.
Stability: In determining the dimensions static stability is kept in mind in order to ensure that
this is sufficient in all possible conditions of loading. Beam and depth are the main influences.
Statutory freeboard and sheer are important together with the weight distribution in arranging the
vessel’s layout.
Propulsive characteristics and Hull form: Propulsive performance involves ensuring that
the vessel attains the required speeds. The hull form is such that it economically offers a
minimum resistance to motion so that a minimum power with economically lightest machinery is
installed without losing the specified cargo capacity. A service speed is the average speed at sea
with normal service power and loading under average weather conditions. A trial speed is the
average speed obtained using the maximum power over a measured course in calm weather with
a clean hull and specified load condition.
General Arrangement: The general arrangement is prepared in co-operation with the owner,
allowing for standards of accommodation peculiar to that company, also peculiarities of cargo
and stowage requirements. Efficient working of the vessel must be kept in mind throughout and
compliance with the regulations of the various authorities involved on trade routes.
Principal Structural design: Vessels are built to the requirements of a classification society
such as China Classification Society (CCS), Det Norske Veritas (DNV), Germanischer Lloyd
(GL), Korean Register of Shipping (KR), Lloyd’s Register of Shipping (LR), Nippon Kaiji
Kyokai (NK), Registro Italiano Navale (RINA), Russian Maritime Register of Shipping (RS).
The standard of classification specified will determine the structural scantlings. The calculation
of hull structural scantlings can be carried out by means of computer programs made available to
the shipyard by the classification society. Owners may specify thicknesses and material
requirements in excess of those required by classification societies
1.1.3 Purchase of a New Vessel
Potential Owner commissions ‘one off’ design from consultant naval architects, shipyards or
their own technical staff after project analysis which involves considerations of the proposed
market, route, port facilities, competition, political and labour factors, and cash flow projections.
Technical staff prepares the tender specification and submits this to shipbuilders who wish to
tender for the building of the ship. The final building specification and design is prepared by the
successful tendering shipbuilder in co-operation with the owner’s technical staff.
3
, 1.1.4 Ship Contracts
The successful tendering shipbuilder will prepare a building specification for approval by the
owner or his representative which will form part of the contract between the two parties and thus
have legal status. This technical specification will normally include the following information;
Principal dimensions, Deadweight, Speed and power requirements, Stability requirements,
Quality and standard of workmanship, Survey and certificates, Accommodation details, Trial
conditions, Equipment and fittings, Machinery details, including the electrical installation.
Payment to the shipbuilder is usually made as ‘progress payments’ which are stipulated in the
contract.
1) 10 per cent on signing contract.
2) 10 per cent on arrival of materials on site.
3) 10 per cent on keel laying.
4) 20 per cent on launching.
5) 50 per cent on delivery
1.2 Ship Dimensions and Forms
The hull form of a ship may be defined by a number of dimensions and terms which are often
referred to during and after building the vessel.
Figure 1-1 Principal Ship Dimensions
4
ENGINEERING
Prerequisite: Introduction to Ship Technology
Purpose
The aim of this course is to enable the students to:
1. Understand applications of CAD/CAM in design and production processes
2. Understand basics of robotic and their application in manufacturing
3. Understand what a production facility and building cycle is in relation to work layout,
material handling and storage
4. Understand design considerations for ship production, launching, float out and
inspection
Course objectives
At the end of this course, the student should be able to;
1. Relate specific design and production tasks to appropriate CAD/CAM applications
2. Appreciate the application robotics in manufacture
3. Prepare a production plan applying building cycle in selecting work layout, material
handling and storage.
4. Apply design considerations for ship building, launch, inspection and trials
Course Description
Application of CAD/CAM: architecture of mainframe systems. Applications to production
planning and control, schedules, capacity estimation, process planning design, control of
machine tools and manufacturing processes. Introduction to robotics. High power laser
technology. Primary functions of a production facility and building cycle. Definition of piece
parts, manufacturing of semi-fabricated materials. Steel works production machines, processes
and technique. Assembly of hierarchy of components. Dimensional accuracy and quality
control/assurance. Principles of work layout including work station philosophy and constraint on
site. Materials handling and intermediate storage policies within plant. Inter-relation between
construction technique and assembly plant. Design for production. Group technology: outfitting
and machinery production activities. Launching and float out considerations. Ship and rig build
strategy. Inspection and trials.
Course text books
1. John W. and Gary W (2004), Design of Marine Facilities for the Berthing, Mooring and
Repair of Vessels, American Society of Civil Engineers, 2nd Ed.
2. Gregory P. Tsinker (2004), Port Engineering Planning, Construction, Maintenance &
Security, John Wiley & sons
3. Serope K. & Steven S. (2009), Manufacturing Engineering and Technology, Prentice
Hall, 6th Ed.
References
1. Ben C. Gerwick, Construction of Marine and Offshore Structures, 3rd Ed.
2. T. Graczyk, T. Jastrzebski and C.A. Brebbia, (1999) Marine Technology III (Marine and
Maritime Vol 1). WIT Press.
3. T.J Wang and Alan Pillay, (2003) Technology and Safety of Marine Systems (Ocean
Engineering Series), Elsevier Science.
1
,Chapter 1 SHIP DESIGN
1.1 BASIC DESIGN OF THE SHIP
The economic factor is of prime importance in designing a merchant ship. An owner requires
a ship which will give him the best possible returns for his initial investment and running costs.
This means that the final design should be arrived at taking into account not only present
economic considerations, but also those likely to develop within the life of the ship. With the aid
of computers it is possible to make a study of a large number of varying design parameters and to
arrive at a ship design which is not only technically feasible but, more importantly, is the most
economically efficient.
1.1.1 Preparation of the Design
The initial design of a ship generally proceeds through three stages:
1) Concept
2) Preliminary
3) Contract design.
Concept stage: A concept design should provide sufficient information for a basic techno-
economic assessment of the alternatives to be made. Economic criteria is used to measure
profitability, discounted cash flow or required freight rate.
Preliminary stage: Preliminary design refines and analyses the agreed concept design, fills
out the arrangements and structure and aims at optimizing service performance. At this stage the
builder should have sufficient information to tender.
Contract stage: Contract design details the final arrangements and systems agreed with the
owner and satisfies the building contract conditions. Total design is not complete at this stage, it
has only just started, post contract design entails in particular design for production where the
structure, outfit and systems are planned in detail to achieve a cost and time effective building
cycle.
1.1.2 Information Provided by Design
When the preliminary design has been selected the following information is available:
1. Dimensions,
2. Displacement,
3. Stability
4. Propulsive characteristics and hull form,
5. Preliminary general arrangement
6. Principal structural details
Dimension: The dimensions are primarily influenced by the cargo carrying capacity of the
vessel. In the case of the passenger vessel, dimensions are influenced by the height and length of
superstructure containing the accommodation. Breadth may be such as to provide adequate
transverse stability. A minimum depth is controlled by the draft plus a statutory freeboard. Many
vessels are required to make passages through various canals and this will place a limitation on
the dimensions. The Suez Canal has a draft limit, locks in the Panama Canal and St. Lawrence
Seaway limit length, beam and draft.
2
, Displacement: Displacement is made up of lightweight plus deadweight. The lightweight is
the weight of vessel as built, including boiler water, lubricating oil, and cooling water system.
Deadweight is the difference between the lightweight and loaded displacement, i.e. it is the
weight of cargo plus weights of fuel, stores, water ballast, fresh water, crew and passengers, and
baggage. Since only cargo weight of the total deadweight is earning capital, other items should
be kept to a minimum as long as the vessel fulfils its commitments.
Stability: In determining the dimensions static stability is kept in mind in order to ensure that
this is sufficient in all possible conditions of loading. Beam and depth are the main influences.
Statutory freeboard and sheer are important together with the weight distribution in arranging the
vessel’s layout.
Propulsive characteristics and Hull form: Propulsive performance involves ensuring that
the vessel attains the required speeds. The hull form is such that it economically offers a
minimum resistance to motion so that a minimum power with economically lightest machinery is
installed without losing the specified cargo capacity. A service speed is the average speed at sea
with normal service power and loading under average weather conditions. A trial speed is the
average speed obtained using the maximum power over a measured course in calm weather with
a clean hull and specified load condition.
General Arrangement: The general arrangement is prepared in co-operation with the owner,
allowing for standards of accommodation peculiar to that company, also peculiarities of cargo
and stowage requirements. Efficient working of the vessel must be kept in mind throughout and
compliance with the regulations of the various authorities involved on trade routes.
Principal Structural design: Vessels are built to the requirements of a classification society
such as China Classification Society (CCS), Det Norske Veritas (DNV), Germanischer Lloyd
(GL), Korean Register of Shipping (KR), Lloyd’s Register of Shipping (LR), Nippon Kaiji
Kyokai (NK), Registro Italiano Navale (RINA), Russian Maritime Register of Shipping (RS).
The standard of classification specified will determine the structural scantlings. The calculation
of hull structural scantlings can be carried out by means of computer programs made available to
the shipyard by the classification society. Owners may specify thicknesses and material
requirements in excess of those required by classification societies
1.1.3 Purchase of a New Vessel
Potential Owner commissions ‘one off’ design from consultant naval architects, shipyards or
their own technical staff after project analysis which involves considerations of the proposed
market, route, port facilities, competition, political and labour factors, and cash flow projections.
Technical staff prepares the tender specification and submits this to shipbuilders who wish to
tender for the building of the ship. The final building specification and design is prepared by the
successful tendering shipbuilder in co-operation with the owner’s technical staff.
3
, 1.1.4 Ship Contracts
The successful tendering shipbuilder will prepare a building specification for approval by the
owner or his representative which will form part of the contract between the two parties and thus
have legal status. This technical specification will normally include the following information;
Principal dimensions, Deadweight, Speed and power requirements, Stability requirements,
Quality and standard of workmanship, Survey and certificates, Accommodation details, Trial
conditions, Equipment and fittings, Machinery details, including the electrical installation.
Payment to the shipbuilder is usually made as ‘progress payments’ which are stipulated in the
contract.
1) 10 per cent on signing contract.
2) 10 per cent on arrival of materials on site.
3) 10 per cent on keel laying.
4) 20 per cent on launching.
5) 50 per cent on delivery
1.2 Ship Dimensions and Forms
The hull form of a ship may be defined by a number of dimensions and terms which are often
referred to during and after building the vessel.
Figure 1-1 Principal Ship Dimensions
4
