Chapter (5)

Shipyard Layout
Building Positions [pg-171]
The traditional building position for ships are longitudinal sloped building ways or ship ways.
The vessel is built on blocks and other supports. Just prior to launching, support is shifted to
stationery ground ways and sliding ways positioned above the ground ways.
Additional temporary supporting structures, called cradles and poppets, are also installed. At
launching, release mechanisms are used, permitting to slide down the ways into the water. Ships are
commonly launched stern first on longitudinal shipways.
Alternatives include graving docks, side-launch shipways, or erecting the ship on land-level
building ways and moving it to a floating dry dock or ship lift for launch.

1) Graving docks
-

Graving docks are permanent structures totally excavated from existing land or built by
dredging and depositing material (sand, rock, and concrete) along the sides of the dock area.
End gates are either hinged or floating.
The former are hinged at the bottom and usually have a buoyant chamber at the top to
facilitate opening and closing
When a ship is being launched, the dock is flooded and the end gate is opened.
The buoyant chamber also sinks to the bottom in the open position to permit the vessel to
float out
The procedures are reversed for securing the end gate prior to dewatering a graving dock.
Guillotine gates are generally used for intermediate positions.
These gates are positioned by crane.
Graving docks have many advantages:

Unlimited size
Level building position

However, disadvantages are:

require extensive earth removal during construction of the dock

danger of water pollution during its operation
expensive

Additional disadvantages are:

during flooding, all material and equipment must be removed

moving material, equipment, and workers in and out is significantly more expensive
than with land-level building ways
the dock cannot be marketed independently of the shipyard, should demand decrease
or not meet expectations
docking and undocking are relatively slow, compared to other systems

2) Side-launch Systems
-

Side-launch systems are well suited where stern-launching shipways would be very steep or
where there is insufficient open water for stern launching.
Side-launch ways have the advantage of the ships being level during erection.
As in longitudinal shipways, vessels are built on blocks and the weight shifted to ground ways
just prior to launch.
The ground ways consist of a fixed portion and titling portion
Mechanical triggers are commonly used to begin a side launch.

3) Floating Dry Dock

-

Some yards use a system of building ships on level ground and transport them on rails to a
dry dock for launching.
Where the dock is parallel to the erection area, the landward wing wall is removed and the
dock is supported by a grid adjacent to the pier while the ship is being moved.
The wing wall is then replaced and the dock moved away from land to clear the grid for
launching.
A similar dry dock called a floating dry dock is considered to be a ship by most port managers
and can operate outside the shipyard area.

4) Ship lift or synchrolift

-

Ship lift or synchrolift is used in conjunction with a transfer system which can move the ship
to and from a land-level work area serviced by jib cranes.
The lift itself is a vertical elevator.
It consists of a platform, on which cradle is mounted, and either chain or cable lifting devices
which raise or lower the platform vertically.

A similar approach, with or without the transfer capability, is used for construction and
launching of submarines and smaller vessels built entirely in enclosed shops.

Chapter (6)
Ship Design and Engineering
Design Cycle [Pg-195]
The four stages of design are described as follows:
1. Basic Design describes a ship as a total system based on an owner-sponsored preliminary design.
Depending on complexity and the shipyards experience, the end products are specifications and
contract plans which are only limited to general arrangement and midship sections and are
relatively extensive and detailed.
2. Functional Design addresses each system in quasi-arranged diagrammatics for piping and wiring
and in system plans, such as mooring system. Such documents are called key plans. A material
list by system (MLS) is prepared for each diagrammatic and system drawing.
3. Transition Design regroups information of systems to organize the same information by zones. It
is expressed on yard plans, is needed to guide the development of specific work instructions.
4. Work Instruction Design groups design information by the additional product aspects, problem
area, and stage. This applies to both fitting work instructions for assembly work and
manufacturing work instructions for pipe pieces and other components. A material list for fittings
(MLF) is prepared for each fitting work instruction. A material list for manufacturing a pipe piece
(MLP) or a material list for manufacturing a component other than pipe (MLC) accompanies each
manufacturing work instruction.

Basic Design [pg-200]

Contract plans are produced during the basic design stage to provide a general overview of the ship to
be built. The plans developed in basic design are:

general arrangement
lines
midship section
machinery arrangement
cabin plans
diagrammatics of major outfit system
electric one line diagram
contract specifications

As a part of the basic design process, normal naval architecture calculations are performed. Among
these are:

weight estimate
longitudinal strength
hydrostatics
tank capacities
Bonjean curves
intact trim and stability data
loading conditions
damaged stability evaluation
wake survey
resistance and self-propelled tests
electric load analysis
HVAC analysis
piping system analysis
propeller design
shafting arrangement

Basic design is concerned with the development of procurement specifications for long-lead-time and
other important outfit components. These may include:

main propulsion engines

diesel generators
ballast pumps
waste heat boiler
anchor windlass
mooring winches
dehumidification units
lube oil, fuel oil, and diesel oil purifiers
plate heat exchangers
engine room console
cargo system console
electric motors
bow thruster
steering gear
auxiliary oil-fired boiler
fuel oil pump/heater sets

Finally, basic design should enable preliminary regulatory body reviews to begin.

Functional Design [pg-203]

Functional design is system-oriented. The objectives to be achieved during the functional design stage
include:

display all ships functions on system diagramatics and plans

definition of all outfit materials required by system, including raw materials (such as pipe,
structural angle iron, and electric cable)
issue the first revision of the budget control list, which advises all concerned of update material
quantities and weights
prepare purchase specifications not prepared by basic designers
prepare manufacturing drawings for long-lead-time items identified during functional design
obtain owner and regulatory approvals
approve vendors drawings

The information developed during basic design is refined during functional design, and the amount of
detail is greatly expanded.
The initial key plans developed include:

hull scantlings
block weight( approximate) and preliminary block arrangement
midship section and typical transverse bulkhead
stern frame and rudder
main engine and equipment foundations
welding plan
machinery arrangement
piping diagram
purchase order specifications (main machinery)
MLS ( long-lead-time delivery items)

As functional design continues, the following key plans are drawn:

frame body plan (based on faired lines)

shell expansion
fore body construction
decks, flats and stringers
elevations (longitudinal bulkheads and girders)
frame sections and transverse bulkheads
mid body construction
decks and flats
elevations
frame sections and transverse bulkheads
engine room and aft body construction
decks and flats
elevations
frame sections and transverse bulkheads
superstructure construction
setup of mold loft data base
approval of regulatory body and owner
final block arrangement and list
75 percent steel billed buy steel as needed
Final outfit milestone schedule
Final pallet list

Detailed naval architecture calculations are performed during functional design. These include
calculations of:

midship structure

transverse strength of shell plate

buckling strength of shell plate
strength of transverse and longitudinal bulkheads
plating sheer diagrams
local vibrations
scantlings beyond midship area
steel weight of the hull
main foundations

Design and Engineering for production [pg-222]

The goal of design and engineering is the reduction of the cost of production to the minimum
possible, subject to satisfying design performance and quality requirements.

Chapter (7)
Planning, Scheduling and Production Control
Planning [pg-252]
The planning phase of a project is the listing of all jobs that must be performed in order to
complete the object.

Scheduling [pg-252]
Scheduling is the laying-out or the actual time order in which jobs are to be performed in
order to complete the project.

Production Control [pg-252]

Production control is the monitoring of the difference between actual and scheduled
performance.

Design Scheduling [pg-261]

A shipbuilding master schedule provides dates for fabrication start, keel laying, launching,
and delivery for all ships contracted and/or expected to be built during some reasonable period.

Material Control [pg-302]

Material control is one of the most important functions in applying and controlling group
technology shipbuilding.

Chapter (8)
Accuracy Control
Accuracy Control [pg-319]
Accuracy control is defined as the use of statistical techniques to monitor, control and
continuously improve shipbuilding design details, planning, and work methods so as to maximize
productivity.

Margins [pg-325]
Margins to be trimmed at an erection site are commitments to rework, so their use should be
minimized. Statistical methods could be used to anticipate normal dimensional variations and to
provide compensation, such as specific allowances for excess.

Excess [pg-325]
Excess is applied to dimensions to account for shrinkage that is predicted by statistical
analysis, while margins are applied where shrinkage cannot be predicted. Most of the edge of the
parts, subassemblies, and blocks are finish-cut accordingly.

Effective production planning standards for shipbuilding [pg-278]

The following are examples of effective production planning standards for shipbuilding:

designers guidelines for production processes

-

design standards
-

parts identification
designation of required interim product manufacturing levels
work instruction symbols standard for designers prepared by process engineers in the hull
construction department
-

block names
edge preparations
amounts of excess
welding processes, etc.

work instruction symbols standard for shops prepared by process engineers in the hull
construction department
-

slots
scallops, drain holes, air holes, manholes, and lightning holes

symbolic parts code for workers to readily determine required parts fabrication and
assembly work stage routing
-

structural design by zone by ship type

structural calculations
structural reinforcement
vibration prevention design
design details, such as for part ends, scarfs, and slots
configurations of bilge keel, round gunnel, etc.

code for manual and computer-aided preparation of design details and work instructions
-

block divisions
capacities of production processes
parts fabrication and assembly processes

work instruction plans

welding control parameters
mold loft data

parts fabrication and assembly process standards

edge preparation for each welding process

conduct of each welding process
conduct of each parts fabrication and assembly process
correction of parts fabrication and assembly errors

Controlled standards for planning and engineering hull construction

The following are examples of controlled standards for planning and engineering hull
construction:

design standards
-

accuracy performance standards

-

welding and distortion removal shrinkage factors for parts fabrication and assembly
processes
locations of finish cuts and margins for erection seams and butts
criteria for cutting and assembly workmanship
standard ranges and tolerance limits

process standards
-

shell plate widths and thicknesses to minimize the number of seams

type of shape for longitudinal, e.g., built-up tees or unequal leg angles
open or tight fit type cutouts for passage of longitudinal

work procedures for each workstation

checklists for each workstation

safety standards
-

safety regulations for each workstation

safety checklist for each workstation

Chapter (9)
Ship Conversion, Overhaul, and Repair
[pg-359]

Ship Conversion: changing their configurations so they can do better jobs or different jobs
(conversion/modernization)

Ship Overhaul: generally and extensively bringing them back to an almost like-new condition
(overhaul)

Ship Repair:

maintain the equipment and hull integrity of the ship, repairing or replacing
damaged and worn parts (repair)

Life Cycle of a ship [pg-359]

A ship in service is subjected to operational wear, to deterioration from exposure to harsh
environment, and to damage from heavy weather and unplanned encounters with solid objects.
The scope of work and timing is determined by:
1) rules of the classification societies and regulatory bodies,
2) maintenance philosophy of the owner, and
3) economic, market, and safety considerations
Planned Maintenance
This is a programmed cycle of regular, scheduled maintenance and repair.

Non-dry dock frequent (usually annual) pierside inspection and repair involving
topside work where a dry dock is not needed for access; also includes underway
maintenance
Dry dock periodic major maintenance involving inspection and repair of the
underwater hull, propellers, and shafts, rudder, thrusters, hull coatings, cathodic
protection, sea chests, and other underwater items also includes all the work done in a
non-dry dock maintenance and small to medium-sized configuration changes planned
for the ship (includes overhauls)

Unscheduled Repairs
This type of repair becomes necessary when there is an unexpected equipment failure or
fouling, storm damage, collision damage, fire, or any other event that compromises the safety of the
ship or its ability to perform its mission.
Conversion/Modernization
As a ship grows older or market needs change, it may take the owner to convert the ship for a
different mission or to modernize it. Conversion might involve lengthening a ship with a new
midbody, changing the bow, re-engining, changing the configuration, adding cranes, or even changing
a cargo ship into a hospital ship of the systems on a ship and habitability to significantly extend the
life of the ship and meet the latest safety standards.
Deactivation/Scrapping
At the end of the economical service life of a ship, the owner has to determine how to dispose
of it. This can sometimes occur earlier in a ships life if market conditions change drastically. Some
ships are deactivated and stored for possible later use. Others are broken down up for the scrap or
resale value of their materials and equipment.

Facilities [pg-367]
The facilities of a full-serviced shipyard conversion, overhaul and repair are very similar to
construct new shipyards. The primary differences involve proportioned utilization of facilities.
The facilities of a full-service shipyard used for conversion, overhaul and repair
For dry-docking capabilities

large graving docks capable of servicing VLCCs, ULCCs, aircraft carriers, and other large
vessels
medium-size graving docks for dry-docking medium and small ships, sometimes more than
one at a time
floating dry docks for smaller ships and submarines, and to enhance the capability for joining
bows, sterns, and midsections on ships

Shop capabilities and facilities would include:

pipe shop with piping bending equipment

steel fabrication shop with numerically controlled burning machines and with plate bending
capability
blasting and priming facility
sheet metal shop
electrical shop
machine shop with CNC capability
computer-aided design and manufacturing (CAD/CAM) capability

Pier berthing should be equipped with flexible crane service, adjacent staging areas, and
convenient access to fabrication and inside repair shops.
A full-service shipyard should also possess a range of specialized tools, jigs, fixtures, and test
equipment.

Design Changes
Sources of Design Changes [pg-240]
Some causes of design changes are suggested by the following:

owner
- different thinking and preferences
- market changes
- different practices
- specialty
classification society and other regulatory bodies
- application of recommendations
- different interpretations of rules and regulations
production department
- revised fitting stages
- revised pipe joint locations, etc.
- revised fitting positions of outfit components
- revised manufacturing processes
- revised material availability or sources
other groups of the design department
- revised penetration locations for piping, ducting, etc.
- revised machinery locations
- resolution of a design reservation
- revision of hull structure, e.g., hole, reinforcement, carling, etc.