FOCUS

MA R I NE
Projects, innovation and experiences from past issues of AVEVA World Magazine
 AVEVA WORLD FOCUS

MARINE PIPELINE_2010_Issue1_FINAL_Layout 1 31/07/2012 10:01 Page 12

Welcome to the 2012 Marine edition of the AVEVA

World Focus. This is a special compilation of customer
Above: AVEVA PDMS view of riser tensioning. Image courtesy of K Home International.
case studies from recent issues of the AVEVA World Left: SeaDragon 1 and SeaDragon 2 baredeck units in Jurong shipyard, Singapore, June 2
Magazine, providing a wide-ranging perspective on the Photograph courtesy of SeaDragon.

successes achieved with AVEVA technology in shipyards

and production facilities around the world. These are
practical, real-world examples contributed by the
customers themselves, describing the challenges they
were seeking to overcome, their technology choices,
and their experiences with adopting and using AVEVA’s
marine solutions. Equally important, they also provide
insights into trends and opportunities in today’s rapidly
changing marine industry.

AVEVA gratefully acknowledges the willingness of these

companies to share their experiences through the pages
of AVEVA World Magazine. We hope you enjoy this Marine
AVEVA Marine 3D models of the oil tanker Jasmin Joy. Images courtesy of SHI-ME.
Focus and find it valuable to your own technical and
business operations.

Sumitomo Heavy Industries

Guangxin Shipbuilding & Heavy Industry 3
Sumitomo Heavy Industrie
Marine & Engineering
Rolls-Royce 7 Marine & Engineering (SHI-ME) Co., Ltd., a whol
owned subsidiary of Sumit
Sedef Shipyard 10 Heavy Industries Ltd., has
launches
Jiangsu Rongsheng Heavy Industries 13 first ship designed successfully delivered the
ship which the yard has
ASC 14
Technip 16
with AVEVA Marine designed using AVEVA Mar
Sumitomo Heavy Industries Marine & Engineering 18
NLI Engineering 20
IHC Merwede 24
Waller Marine Inc. 27
SBM Schiedam 30
K Home International 34
Howaldtswerke-Deutsche Werft 36
Sidvin Core-Tech (I) Pvt. Ltd. 38

Cover photograph:
The ’Karadeníz Powership Dogan Bey’, built at Sedef Shipyard.
Photograph courtesy of Sedef Shipyard.

Statements and opinions expressed in this publication do not necessarily reflect the
views of AVEVA. Brands and product names mentioned may be trademarks and/or
protected by copyrights of their respective owners. No part of this publication may be
reproduced by any means without permission in writing from AVEVA. All stated facts
are believed correct at time of going to press.

AVEVA believes the information in this publication is correct as of its publication date.
As part of continued product development, such information is subject to change
without prior notice and is related to the current software release. AVEVA is not
responsible for any inadvertent errors. All product names mentioned are the
trademarks of their respective holders.

Copyright 2012 AVEVA Solutions Limited and its subsidiaries. All rights reserved.

02 AVEVA World Focus on Marine

 Leading from
the front
How AVEVA MARS resource
management software helped
create a world-class shipbuilding
business from a standing start
One of the most exhilarating aspects of working
with rapidly developing economies such as China
is their open-minded approach to adopting the
best available technologies when establishing new
businesses. The result is that these businesses begin
life immediately able to compete strongly in the
global marketplace. An excellent recent example
of this is Guangxin Shipbuilding & Heavy Industry
(GSHI), a Chinese-foreign joint venture specialising
in the design and construction of offshore vessels
and other special-purpose ships.
This article originally appeared in AVEVA World Magazine 2012, Issue 2
Guangxin Shipbuilding & Heavy Industries (GSHI) is located in the Linhai
Industrial Park, Zhongshan, China. Photograph courtesy of GSHI.
GSHI started operations at the end of March 2009, delivering its first
vessel, an 11,000-tonne salt carrier, in early December of the same year.
This excellent performance on its first project was due in part to GSHI’s
use of AVEVA’s marine engineering and design solution but, even before
this project commenced, GSHI’s management had already been looking
ahead to streamlining its business processes with a fully integrated
shipbuilding solution. As a result, in August 2011, the company
implemented AVEVA MARS Material.
Selecting AVEVA MARS
GSHI understood from the outset that it would take more than just
advanced machinery and facilities to make it a world-class shipyard; the
right Enterprise Resource Management (ERM) information system would
play at least as important a role. Mr JieNing Ma, Head of IT at GSHI,
explained, ‘We needed to make strategic decisions on human, finance,
material and information resources even before the shipyard began to
be built, as well as during its construction. This was particularly true in
the case of the IT system. As a key strategic investment, it was vital that
it should support the overall company strategy, which reflected the high
expectations and in-depth commitment of the management.’
AVEVA World Focus on Marine 03
Mr Ma continued, ‘When we started construction of the shipyard, we
defined the company objective as, To build a world-renowned offshore
enterprise with leading technology, excellent management and superlative
efficiency. One of our main tasks was to choose a system able to handle
all the major workflows of a modern shipbuilder. We needed a proven
system, supported by an experienced implementation team who could
help us to standardise workflows and management processes during the
deployment of the IT system. From our initial objective of optimising
modern methods of shipbuilding through the use of Information
Technology, we will gradually perfect our desired information and
industrialisation strategy.’
GSHI was meticulous in identifying potential solutions for evaluation.
After having shortlisted and compared AVEVA MARS and two other ERM
applications, GSHI decided to further evaluate AVEVA MARS. They were
particularly impressed with the way in which AVEVA MARS has been
designed by marine experts specifically for shipbuilding, and how it can
handle all the core business processes of a shipyard.
‘We had to be fully convinced that MARS could meet our requirements
before committing to it,’ said Mr Ma. ‘In the months following our
initial evaluation, we held many meetings with AVEVA’s consultants
who presented to us the detailed features, management concepts and
business workflows supported by MARS. These demonstrations were
essential to us because the information system would become the
company’s core business system.’
‘We selected AVEVA’s solution for two main reasons.
First, MARS is a specialised system with a lot of built-in
shipbuilding expertise, covering all of a shipyard’s core
business processes and workflows. Second, AVEVA China
has a very experienced implementation team, able to
provide a local consultation service and highly responsive
technical support. This is extremely important to us...’
The bunker barge, Anlong, was designed and built using AVEVA technology. Photograph courtesy of GSHI.
04 AVEVA World Focus on Marine
GSHI followed up this evaluation process by visiting other MARS
customers in China, before finally deciding on its acquisition. ‘We
selected AVEVA’s solution for two main reasons,’ continued Mr Ma. ‘First,
MARS is a specialised system with a lot of built-in shipbuilding expertise,
covering all of a shipyard’s core business processes and workflows.
Second, AVEVA China has a very experienced implementation team, able
to provide a local consultation service and highly responsive technical
support. This is extremely important to us,’ he emphasised.
Deployment
GSHI began its AVEVA MARS deployment with the Material management
application. Implementation began by the end of February 2011, with
a project team consisting of AVEVA consultants working closely with
GSHI’s material, engineering, marketing, and finance departments.
After the introduction of the new technology, this team combined the
new management systems with their knowledge of the industry. They
defined and standardised material statement and coding rules, material
purchasing and stock handling flows, and operation of non-ship material
requisition, progressively streamlining all the various workflows. AVEVA
MARS went live at GSHI on August 8th, 2011, a speed of deployment
which owes as much to the commitment of the joint AVEVA/GSHI team as
it does to the maturity of the application itself.
‘We are not simply adopting a software application; we are looking at
the deployment of a strategic management system. So we must continue
to enhance and develop our systems throughout the execution of the
project,’ Mr Ma added.
Benefits
GSHI are delighted with the performance of this first MARS deployment, which
immediately began delivering valuable business benefits, including those below.

z Improved timeliness and accuracy of information flows between departments,

improving collaboration and greatly reducing business risks caused by poor
information transfer.
z The definition of basic material management data standards across the
entire shipyard. This has raised business standardisation to a new level and
created a material categorisation and coding hierarchy which meets modern
shipbuilding practice.
z Optimised material operations workflows.
z With standards now defined for material lists and document output, a
document-centred architecture for warehouses has been set up, enabling
material handling to be based upon a robust management mechanism of lists
and documents. This replaces manual receipt and dispatch of ledgers and
reports and ensures consistency between reports and documents.
z Accurate material management at storage locations is greatly improved, with
digital information reducing disparities between the physical materials and
stock control.
z Tracking and control of materials for each individual ship are greatly
improved, as are delivery time management and quota control. Material costs
can now be quickly analysed in real time.
z The system meets the online supervision requirement of Customs, improving
the management of imported materials and simplifying the control of
Customs-bonded materials.

AVEVA World Focus on Marine 05

 Guangxin Shipbuilding & Heavy Industries (GSHI) is located in the Linhai Industrial Park, Zhongshan, China. Photograph courtesy of GSHI.
The AVEVA MARS Material application has thus created an integrated
management system supporting effective business processes in
marketing, design, procurement, vendor, Customs, storage and
production.
Continuous improvement
Encouraged by the success of this initial programme, GSHI immediately
began to identify opportunities for expanding the use of their AVEVA
MARS system. During 2012, the company has been carrying out further
optimisation and refinement of its business processes in areas such as
numbering rules, distribution tray management, storage safety, material
surplus, JIT, quota management, more efficient purchasing, material
location and card match, and material bar-coding.
The second stage of the programme will see GSHI implementing the
MARS Planning and Production applications, expanding its management
capabilities across the various aspects of plan creation, the estimation
and control of delivery time and project cost, and the control of work
packages and work orders. Together, this comprehensive AVEVA MARS
deployment will enable GSHI to achieve the most modern and efficient
management processes.
Mr Ma summed up GSHI’s experiences of the project to date. ‘Many of
my colleagues were most impressed by the way MARS handles practical
issues. Previously, for example, stock managers could not be certain
that the material they were picking was actually the item required by
production, as the material statement contained various definitions, such
as design, procurement, vendor, construction or stock administrator,
which would not necessarily match with the material requests. This
wasted a lot of time confirming requirements with production and caused
considerable material backlog and waste.
06 AVEVA World Focus on Marine
‘Now all the material codings are based on their MARS descriptions. This
has made it considerably easier to match the material in stock with what
production requires, because the request list generated by MARS uses the
same material codes. Together, all the many efficiency improvements like
this add up to a big increase in business performance,’ concluded Mr Ma.
About AVEVA MARS
AVEVA MARS is a shipbuilding process management system that
optimises project control, logistics, materials management, resource
and production planning. It has been designed specifically for the
shipbuilding industry, and significantly reduces cost and construction
time, thereby increasing a shipyard’s profitability and competitive
strength.
It consists of three integrated applications:
z AVEVA MARS Material for material management
z AVEVA MARS Planning for resource planning and control
z AVEVA MARS Production for production management.
Developed in close cooperation with some of the world’s leading
shipyards, AVEVA MARS incorporates many best-practice processes
vital for the most efficient shipbuilding. It is used at over 50 shipyards
worldwide. Visit www.aveva.com/aveva_mars for more information.
About GSHI
Formerly GMG Shipbuilding & Heavy Industry, GSHI is located in the
Linhai Industrial Park, Zhongshan, China. The shipyard facilities include a
30,000-tonne dock and a 600-tonne gantry crane, a 30,000-tonne semi-
dock berth and a 200-tonne gantry crane, an 80,000-tonne outfitting
quay, and an 80,000m2 plant building. The yard’s annual capacity is one
million tonnes, with an output value of around RMB 4 billion.
Visit www.gshi.cn for more information.
Rolls-Royce uses AVEVA Marine in
practical and daily design work only two
months after migration from Tribon M3
In December 2010, Rolls-Royce received an order Rolls-Royce is a world leader in marine solutions, providing products,
services and expertise to more than 30,000 vessels in the offshore,
from the Singapore-based offshore company,
merchant, and naval surface and submarine markets. The Rolls-Royce
PaxOcean Engineering, to provide the ship design, UT-Design range for the offshore industry covers platform supply, anchor
propulsion systems and deck machinery for two handling, cable-laying and multi-purpose vessels, as well as seismic
platform supply vessels (PSVs) of the UT 755 CD survey, intervention service and drilling vessels.
design, (a development of the popular UT 755
Following a requirement from PaxOcean Engineering that the vessels
series). The vessels are currently being built at
should be designed with AVEVA Marine, Rolls-Royce decided to migrate
PaxOcean Engineering’s offshore vessel shipyard in immediately to this application. In order to be able to deliver the design
Zhuhai, China, with delivery due in 2012. in time, Rolls-Royce took on a challenging schedule for the training and
implementation of the AVEVA Marine system.

The offshore ship design is carried out at the offices in Ulsteinvik,

Norway, and at Navis Consult, an engineering company in Rijeka, Croatia,
owned by Rolls-Royce. The ship designers in both Ulsteinvik and Rijeka
are all experienced Tribon shipbuilding users. We met Oddvar Skotte,
CAD Manager, and Oystein Alme, Senior Engineer, Structural Design, at
the AVEVA World Marine Seminar in Malmö in November 2011, to find out
more about their speedy and efficient migration to AVEVA Marine from the
Tribon M3 shipbuilding system.

Main image: The UT 755 series has generated more than180 vessels either currently in service or on order worldwide. Photograph courtesy of Rolls-Royce.
Inset: AVEVA Marine model of a platform supply vessel (PSV) of the UT 755 CD design. Image courtesy of Rolls-Royce.

This article originally appeared in AVEVA World Magazine 2012, Issue 1 AVEVA World Focus on Marine 07
Migrating to AVEVA Marine from Tribon M3
AVEVA Marine was implemented at Rolls-Royce in early January 2011.
Training started in the second week in January in Rijeka, with a five-day
project set-up and a basic administration course. Over the following two
weeks, a five-day AVEVA Hull upgrade course and a four-day basic course
in AVEVA Outfitting were held. In parallel, a two-day migration seminar
was arranged at AVEVA’s office in Malmö, Sweden.
After a two-week project planning meeting in Singapore between Rolls-
Royce and PaxOcean Engineering, seven weeks of training followed,
covering the complete outfitting system.
Rolls-Royce had recently delivered a similar platform supply vessel,
designed completely with AVEVA’s Tribon M3 shipbuilding system. For
the two new vessels, Rolls-Royce decided to use the Tribon data from
this project and migrate the data to AVEVA Marine. Migration tools and
services from AVEVA helped Rolls-Royce to convert the data to AVEVA
Marine.
The hull design work for the new vessels started last week in March, when
the hull data from Tribon was converted to AVEVA Marine for further
design and modifications. The outfitting design started first week in May,
when outfitting data from Tribon was converted to AVEVA Marine. Specific
design requirements for the new vessels were re-engineered in AVEVA
Marine. This data then served as a base for the re-engineering within
AVEVA Marine, to cope with the specific design requirements for this ship.
The Outfitting application from AVEVA Marine proved to be easy to use,
and efficiently handled these design modifications.
PaxOcean Engineering’s offshore vessel shipyard in Zhuhai, China. Photograph courtesy of PaxOcean Engineering.
08 AVEVA World Focus on Marine
The first AVEVA Marine hull and outfitting models of the PSV vessel
were delivered to PaxOcean in the first week in May and in mid-June,
respectively, and the complete AVEVA Marine model was delivered in the
last week in November.
All deliveries were made according to schedule and PaxOcean was able to
derive all the necessary production information automatically from the
delivered models. First steel cutting at Zhuhai shipyard took place on the
15th of July.
Rolls-Royce found the hull application in AVEVA Marine easy to start
working with, as many features were similar to the hull application in
Tribon. The outfitting application in AVEVA Marine was a new application
for them but, thanks to effective training supplied by AVEVA, and good
training manuals and user guides, they were ready to start outfitting
design work already in the first week in May.
During this intense and comprehensive design project in AVEVA
Marine, Rolls-Royce became aware of a number of useful new features
for their design projects, including AVEVA Marine’s well-organised
project structure which offers a very flexible way to set up a project.
Furthermore, the PML scripting language makes it simple to customise
AVEVA Marine and to add many new functionalities.
Famous UT-Design vessels
The UT-Design PSV series of vessels, which also perform rescue and stand-
by duties, continues to evolve, and ranges from small vessels with the
most up-to-date features to much larger complex vessels.
 The UT 700 series is recognised as a worldwide standard in the offshore
industry. To date, approximately 800 UT-Design vessels have been built
or are under construction around the world. Platform supply vessels ‘During this intense and comprehensive
typically transport pipes, cement, liquid and cargo to and from mainland
and offshore installations. design project in AVEVA Marine, Rolls-
Since it was first delivered in 1996, the UT 755 series has generated more
Royce became aware of a number of
than 180 vessels either currently in service or on order worldwide. useful new features for their design
An order for two more platform supply vessels projects, including AVEVA Marine’s well-
As a result of the successful design of the two PSVs for PaxOcean
Engineering, the company awarded Rolls-Royce a contract in November organised project structure which offers
2011 to design and equip two more oil platform supply vessels.
a very flexible way to set up a project...’
These vessels, which also will be built at PaxOcean Engineering’s shipyard
in Zhuhai, China, will have a fully-integrated Rolls-Royce diesel electric
propulsion system and deck machinery. The vessels will be equipped for
oil recovery and fire fighting, and are due to be delivered during the first
six months of 2013.

AVEVA Global to be used in future projects

Rolls-Royce’s ship design projects are often very complex and executed
globally, often using subcontractors. Rolls-Royce plans to use AVEVA
Global, AVEVA’s solution for multi-site concurrent working, enabling
Rolls-Royce’s offices in Ulsteinvik and Rijeka and their partners to work
concurrently towards the same ship model.

About Rolls-Royce
Rolls-Royce is a world-leading provider of power systems and services for
use on land, at sea and in the air, and has established a strong position in
global markets – civil aerospace, defence aerospace, marine and energy.
Rolls-Royce employs over 39,000 people in offices, manufacturing and From left, Oystein Alme, Senior Engineer, Structural Design, and Oddvar
service facilities in over 50 countries. Skotte, CAD Manager at Rolls-Royce.

The marine business of Rolls-Royce employs 9,000 people in 35 countries,

with the main manufacturing centres being in the UK, the Nordic
countries, the United States and, increasingly, Asia.

Rolls-Royce offers a range of ship designs for the offshore sector from
its well-known UT-Design family, launched in the mid-1970s. The range
includes platform supply vessels, anchor handling/tug/supply vessels,
multipurpose service vessels and other specialised vessels such as coastal
patrol vessels, well intervention, diving support vessel, sub-sea vessels,
etc.

Visit www.rolls-royce.com for more information.

About PaxOcean Engineering

PaxOcean Engineering is an integrated offshore and marine engineering
group, headquartered in Singapore, and offering new-build, conversion,
repair and design services.

The Group’s two shipyards in Zhuhai and Zhoushan in China are modern
and fully equipped with plate/profile shot blasting and painting systems,
CNC plate-cutting machines, profile- and plate-forming shops, panel and
block assembly shops, and block blasting and painting shops.

Visit www.paxocean.com for more information.

Blocks under construction. Photograph courtesy of PaxOcean Engineering.

AVEVA World Focus on Marine 09

The Sedef Shipyard is situated on the Bay of Tuzla, near Istanbul. Photograph courtesy of Sedef Shipyard.

Sedef Shipyard – demonstrating

the competitive value of integrated
shipbuilding technology
Established in 1982, Sedef Shipyard is today among Sedef currently employs some 600 workers (roughly 400 in production
and 200 in the offices) and nearly 1,400 subcontractors. The company is
Turkey’s leading and most innovative shipyards.
part of Turkon Holding, one of the largest enterprises in Turkey, which
Situated on the Bay of Tuzla, near Istanbul, the yard operates in several business areas including shipping, tourism and
has been continuously expanding in both working shipbuilding.
and production capacity. It has recently completed
the production of a new dry dock and added a 500 Sedef is a diversified shipbuilder, building practically all types of ships
for both naval and commercial clients. Although its largest customer is
ton portal crane.
the Turkon Holding Group, Sedef also builds ships for export markets,
principally Germany and The Netherlands.

10 AVEVA World Focus on Marine

 Cumhur Kuter, General Manager Sedef Shipyard. Serhat Yildirim, Chief of IT Department, Sedef Shipyard.
Photograph courtesy of Sedef Shipyard. Photograph courtesy of Sedef Shipyard.

‘We chose AVEVA MARS Planning because we are able to integrate

it seamlessly with AVEVA MARS Material and AVEVA Marine.
This is a vital functionality for a shipyard, as the integrated IT
environment has strengthened our work processes...’

Technological pioneers AVEVA MARS consists of three integrated applications:

Sedef has also invested in the area of engineering IT in the past decade
and is regarded by many in the Turkish shipbuilding industry as a
technological pacesetter. They have, for example, implemented AVEVA
MARS, a specialist shipbuilding process management system, as well as
the AVEVA Marine engineering and design solution. According to Sedef’s
Chief of IT Department, Serhat Yildirim, such investments are vital
for survival in the global shipbuilding industry, where competition is
becoming ever fiercer.
Serhat Yildirim explained, ‘We invested in the AVEVA Marine and AVEVA
MARS systems back in 1995 and 2002, respectively. In the case of AVEVA
MARS, we were among the very first shipyards in Turkey to invest in an IT
solution for shipyard materials and production planning. This meant that
we were taking quite a risk, as we could not make use of the experiences
of other Turkish shipyards. However, we felt that this was a necessary
step towards becoming a modern, innovative shipyard. The decision to
select AVEVA MARS was straightforward, as the application is developed
specifically to support shipbuilding processes. Furthermore, AVEVA MARS
is developed by people with decades of shipbuilding know-how.’
Leading solutions for the shipyard industry
AVEVA MARS (developed by Logimatic but acquired by AVEVA Solutions
Ltd in July 2010) is a shipbuilding process management system that
optimises project control, logistics, materials management, resource
and production planning. It has been designed specifically for the
shipbuilding industry, to significantly reduce cost and construction time,
thereby increasing a shipyard’s profitability and competitive strength.
z AVEVA MARS Material for material management
z AVEVA MARS Planning for resource planning and control
z AVEVA MARS Production for production management.
AVEVA MARS is developed in close cooperation with some of the world’s
leading shipyards, enabling it to incorporate a number of best-practice
processes and providing natural support for processes which are vital for a
modern shipyard. Today it is used at some 50 shipyards worldwide.
AVEVA Marine consists of a number of integrated applications created
specifically for the unique processes of ship and offshore engineering,
design, design management and the generation of accurate production
information.
With this solution, engineers and designers in all disciplines and on
multiple sites can work simultaneously, on a single model database, to
create, develop, manage and exploit engineering and design data in the
most productive and risk-free way.
Milestones achieved using AVEVA solutions
Since Sedef Shipyard started using AVEVA solutions, it has used them to
design and build more than 40 vessels of different types, purposes and
tonnage.
Serhat Yildirim continues, ‘Sedef has expanded significantly in recent
years, in terms of both capacity and know-how, and the AVEVA solutions
have grown with us, which shows their strong scalability.’

This article originally appeared in AVEVA World Magazine 2011, Issue 1 AVEVA World Focus on Marine 11
 The ’Karadeníz Powership Dogan Bey’, built at Sedef Shipyard. Photograph courtesy of Sedef Shipyard.
‘We have also recently upgraded our versions of AVEVA MARS and AVEVA
Marine. We started with only the AVEVA MARS Material module but, due to
our ongoing expansion, we have recently decided to upgrade to the latest
one, and also to add the Planning module.
‘We have, of course, investigated other possibilities, such as our existing
planning application, Primavera, and MS Project. Nevertheless, we chose
AVEVA MARS Planning because we are able to integrate it seamlessly with
AVEVA MARS Material and AVEVA Marine. This is a vital functionality for
a shipyard, as the integrated IT environment has strengthened our work
processes.
‘Today, these systems are vital elements of our working day, and we have
achieved improvements within the following areas:
z integrated and streamlined IT environment
z accurate and reduced use of materials
z improved quality
z reduced delivery time.
‘Before implementing the AVEVA solutions,’ Serhat Yildirim continues, ‘we
calculated that it took some 600,000 man-hours to build a container ship.
When using AVEVA MARS and AVEVA Marine, building an identical ship
took only 450,000 man-hours. Being able to reduce production time by
roughly 150,000 hours has considerably improved our financial results.’
‘Being able to reduce production time by
roughly 150,000 hours has considerably
improved our financial results...’
12 AVEVA World Focus on Marine
Building the world’s first power plant ship
Another milestone that Sedef has just achieved is the construction, using
AVEVA solutions, of the world’s first power plant ship – a project which has
been carried out in close collaboration with other suppliers.
Serhat Yildirim told us, ‘This is a whole new generation of ships. We have
to meet the following demands:
z to build a power plant ship in an existing cargo ship
z to modify the ship according to the requirements of a power plant
z to provide power generation capacities from 100–200MW
z to install diesel-driven power generation sets, transformers and
auxiliary systems into the holds.
‘We are now going on to build another three of these ships. We have been
involved in detail design (including hull and piping) and this is a very
interesting, groundbreaking project for our yard as, during these hard
times for the Turkish shipbuilding industry, we have proven ourselves
capable of reorganising and expanding the types of project on which we
can work,’ concludes Serhat Yildirim.
Facing future challenges with AVEVA solutions
AVEVA MARS and AVEVA Marine are also seen as very important from
a business management point of view. Cumhur Kuter, Sedef’s General
Manager, agrees that, with these solutions, the shipyard is well placed
to face the many challenges which may lie ahead in the shipbuilding
industry.
‘In AVEVA MARS and AVEVA Marine,’ he told us, ‘we have a dedicated
and integrated IT environment which, combined with the skills of our
employees, has helped us to become a modern and competitive shipyard
by reducing project cycles and so bringing down our total costs. Also, the
excellent collaboration with AVEVA shows us that we are in safe hands,
thanks to their expertise and their approach to shipbuilding.’
Jiangsu Rongsheng Heavy Industries
aims to become one of the world’s top
three shipbuilders
Rongsheng Heavy Industries (RSHI), located in RSHI is equipped with six
production lines, with over 40
Nantong, Jiangsu province, is China’s fastest
plasma steel cutting machines
growing private shipbuilder today. The construction and flame steel cutting
of the shipyard started in October 2005 and the first machines. The shipyard has a
total annual steel processing
vessel was launched in February 2008. The shipyard
capacity of over one million
has great ambitions and, with development plans tonnes. RSHI has also built a
through to 2020, the yard is expected to become one large pipe-processing centre
with the most complete
of the world’s top three shipbuilders.
functions, which covers an area
of about 40,000 square metres
RSHI builds various types of products including Panamax and Capesize and processes more than 60,000
bulk carriers, VLOCs (Very Large Ore Carriers), Suezmax and Aframax pipes of various types per Chen Qiang, Chairman President of RSHI. Chen
oil tankers, and containerships. RSHI is expanding its offshore month. RSHI today employs Qiang was formerly Vice President of Jiangnan
Shipbuilding Group and President of Shanghai
business to build high value products such as FPSOs, FSOs, deep-water 20,000 people and, in 2011, the
Waigaoqiao Shipyard. Both shipyards are
pipelay crane vessels, drillships and drilling rigs. expanded shipyard will be experienced and advanced users of AVEVA
employing 30–35,000 people. marine solutions.
RSHI has built three large dry docks, each equipped with a 900-tonne
gantry crane, and is currently building a fourth dry dock, which will be Chen Qiang, Chairman President of RSHI, explains, ‘RSHI implemented
equipped with a 1,600-tonne gantry crane. RSHI now has an annual AVEVA’s Tribon system just after the shipyard completed its construction
shipbuilding capacity of eight million dwt. in 2005. It was a natural choice for us because of its proven success in the
Chinese shipbuilding industry, used as it was by all major shipyards, such
as Jiangnan Shipbuilding Group and Shanghai Waigaoqiao Shipyard.

‘Our plan is now to migrate to AVEVA Marine. We find the 3D technology

further enhanced in AVEVA Marine, with a better balance between the
different structural and outfitting disciplines, as the integration between
them is further improved in AVEVA Marine.

‘We started the implementation of AVEVA NET in June 2009, to make all
design, production and management information accessible for all
engineers at the shipyard in order to save time spent searching for
information.

‘Ongoing projects are currently twelve 400,000 VLOCs ordered by the

Brazilian iron ore miner, Vale do Rio Doce, in August 2008 and four
400,000 dwt VLOCs, to be built for the Oman Shipping Company. All
vessels are of the same design, and each vessel will be 360 metres long,
65 metres wide and 23 metres deep, with SDARI responsible for the
design. Delivery will commence at the beginning of 2012.

Visit www.rshi.cn for more information.

Photograph courtesy of Rongsheng Heavy Industries.

This article originally appeared in PIPELINE 2010, Issue 2 AVEVA World Focus on Marine 13
Yesterday’s data –
redimensioned for today’s vessel
A marine asset, whether a commercial ship, naval
vessel or offshore platform, usually has a long
lifetime, spanning decades. This asset may very well
outlive the system creating the digital data upon
which it is built, or to which it is attributed. As the
asset goes through cycles of maintenance and
upgrades, it is inevitable that numerous information
systems and applications will be retired and replaced
with newer, more functional ones.
The question is not whether older systems should
be replaced but, rather, how legacy data can be
transferred to the new systems, while remaining
‘intelligent’ and object-centric, to truly protect the
digital data investment.
This is where the AVEVA Marine solutions range sets
itself apart from other systems.
14 AVEVA World Focus on Marine
Interoperability – AVEVA Marine’s strategy for information migration
In the context of this article, ‘interoperability’ refers to the sharing and
exchange of digital information across multiple systems – the migration
of information from legacy systems to a new system.
Ideally, the migration process provided by the new system should be
straightforward, and able to convert and migrate digital data from
multiple legacy systems, while conforming to general engineering data
standards.
By offering extended possibilities for data exchange between various
sources, AVEVA Marine enables this interoperability of data from various
current or legacy systems, providing the key to successful information
migration.
AVEVA Marine incorporates a Mechanical Equipment Interface solution
based on the STEP AP203 format. This allows AVEVA Marine users to easily
import and export mechanical equipment from legacy sources – generally
generic or mechanical CAD systems – and utilise them in the model in the
same way as any intelligent Outfitting component can be used.
Photograph courtesy of ASC Pty Ltd.
AVEVA Marine’s interoperability functions also extend to manufacturers,
allowing the equipment models such as main engines, compressors or
pumps which they supply to be placed with great accuracy in the 3D
model, thus reducing the risk of errors.

AVEVA Marine users can also integrate P&IDs and schematic diagrams
from various legacy systems into a complete model of their project.

ASC’s migration of CADDS5 models into AVEVA Marine

Initially established in 1985 as the Australian Submarine Corporation,
ASC was contracted by the Australian Government to manufacture a fleet
of Collins class submarines for the Royal Australian Navy. In 2003, ASC
signed a multi-billion dollar Through-Life Support contract with the
Defence Materiel Organisation for ongoing design enhancements,
maintenance and support of the submarines until the end of their
operational lives.

Over the course of 20 years, ASC has migrated the digital information of
the Collins Class submarines from 2D to 3D. To minimise risks, and to Wayne Forrest presenting at
the AVEVA Marine Users’
protect the company’s 3D model investment, a decision was made in 2008 Meeting 2009, Shanghai, China.
to migrate the digital model of the submarines from the CADDS 5 system
to AVEVA Marine.

As a shipbuilding-specific tool, AVEVA Marine was ideal for ASC as it met

technical requirements. Legacy pipe-work models migrated into AVEVA ‘During the development of
Marine could also be modified and manipulated, since AVEVA provided a
migration path for routed systems to be transferred while retaining their the translators, AVEVA has
been fast to respond to our
object-centricity and intelligent tags.

The pipe models were automatically transferred using routines written

from first principles. Thus ASC was able to carry out ongoing needs. ASC continues to
enhancements and design activities which involved changes to the
submarines’ routed systems. build a strong partnership
AVEVA Marine’s STEP interface, the Mechanical Equipment Interface, was with AVEVA, and this will
used to convert multi-solid models from the legacy system into AVEVA
Marine as AVEVA objects. This interface also provided a two-way interface
to other tools used by subcontractors for data sharing in a streamlined
ensure the ongoing success
format. of ASC projects.’
AVEVA Marine effortlessly provided the ability to convert legacy libraries
and specifications as part of the process, saving ASC time and costs. It Wayne Forrest,
also allowed ASC to review the entire submarine in 3D using AVEVA’s
Review Software for the first time, while carrying out maintenance work Design Technologies Manager, ASC
with access to full engineering object data.

AVEVA considers ASC’s migration to AVEVA Marine a great achievement,

and proof of the interoperability capabilities of AVEVA solutions.

This article originally appeared in PIPELINE 2010, Issue 2 AVEVA World Focus on Marine 15
 Technip takes wind
farms offshore
With ever-increasing demand, wind energy technology is rapidly becoming
an important source of clean, renewable energy. The wind farms of the future
will be so large that they will have to be situated offshore, so the offshore
wind power market is expected to grow dramatically. There are plans to install
thousands of turbines in offshore wind farms over the coming years, and
these projects are now extending into deeper waters.

The Hywind concept Technip was awarded the engineering,

Since it has been in operation, the technical
performance of the turbine has been first class,
providing confidence for the planned expansion of the
Pori Tahkoluoto sea area into a wind farm producing
more than 100 MW. Photograph courtesy of Technip.
The Hywind project, in operation since 2009,
was the first renewable wind energy project
for Technip in Finland. This concept for
producing power at sea was developed by
Statoil in Norway, and the Hywind floating wind
turbine is the first large-scale turbine to be
supported by an underwater floating structure
similar to those used by offshore oil rigs. The
substructure is placed 100 metres beneath the
sea’s surface, and is anchored to the seabed by
a mooring spread.
procurement, construction and installation
contract for the Hywind turbine’s steel
substructure. The Group carried out the detail
design and fabrication of the substructure
and was responsible for the installation work
offshore. The turbine itself was manufactured
by Siemens.

Spar hulls built by Technip. Image courtesy of Technip.

16 AVEVA World Focus on Marine

In June 2009, the 2.3 MW Hywind facility was
towed to its location about 12 kilometres
south-east of Karmøy in the North Sea, in a
water depth of about 220 metres, where it
began operation. In order to thoroughly test
the innovative technology, the turbine is
undergoing a two-year programme to evaluate
its resistance to the strong wind and waves of
this harsh ocean environment.
Left and right: AVEVA Marine models of the gravity-based wind turbine foundation.
Implementing AVEVA Marine Centre: The gravity-based foundation for Siemens 2.3 MW wind turbine was installed in July 2010 on the west
coast of Pori in the Sea of Bothnia. All images courtesy of Technip.
In 1986 Technip began to use the Steerbear
Hull system, an early predecessor of Tribon and
AVEVA Marine, for structural engineering and
migrated to Tribon Hull in 1995. For outfitting
disciplines, various systems have been used,
including AVEVA PDMS.

In 2009, the Group upgraded to AVEVA Marine.

As experienced users of both Tribon Hull and
PDMS, Technip’s engineers found the structural
and outfitting features in AVEVA Marine
immediately familiar, and were able to start
design work in earnest after only a few days’
Eero Lehtonen, Section Manager, Naval Miika Koskinen, 3D Coordinator and
training. The Group also uses AVEVA MARS for Architecture & Structural Analysis. Tuomo Vuonokari, Structural Engineer.
materials and resource planning.

First gravity-based foundation project uses

AVEVA Marine
The Finnish energy company Suomen Hyötytuuli
Oy awarded Technip the engineering contract
for the world’s first gravity-based wind turbine
foundation project for heavy ice conditions,
in the Pori Tahkoluoto sea area. The scope
of the contract consisted of basic and detail
engineering, fabrication, installation, offshore
works and the installation of the Siemens
2.3MW wind turbine.

Technip’s construction yard in Pori, Finland. Photograph courtesy of Technip.

This was the first project on which Technip
used AVEVA Marine. The scope of engineering
work covered the structural and outfitting
design. The fabrication information such as hull
workshop drawings, plate nesting data, steel
outfitting drawings and piping drawings was
extracted from the 3D model. The engineering
schedule was extremely challenging;
engineering work started in June 2009 with
fabrication planned for January 2010. Despite
the demanding schedule, the Group achieved
all the delivery times and installation was
completed on schedule in July 2010.
Since it has been in operation, the technical
performance of the turbine has been first class,
providing confidence for the planned expansion
of the Pori Tahkoluoto sea area into a wind farm
producing more than 100 MW.
Benefits gained
By using one integrated system for both the
structural and outfitting design work, Technip
saved hours of engineering time, thanks to
greater flexibility between the engineering and
fabrication disciplines. The use of AVEVA Marine
for this project allowed the engineers to work
in parallel, sharing the most up-to-date design
information in one common 3D model.
A powerful application within AVEVA Marine,
AVEVA Multi-Discipline Supports made it
possible to fully model all support details in
the design. Efficiently achieving such a high
level of detail resulted in completely clash-
free designs, saving both time and money
by avoiding costly late modifications to the
design. Technip intends to use AVEVA Marine
for their future spar hulls and other offshore
products.
About Technip in Finland
Established in 1972 under the name Rauma-
Repola Oy, Mäntyluoto Works, Technip’s
operating center in Finland (Technip Offshore
Finland) now has over 30 years of experience
in project execution and employs around 700
people. The company has delivered 22 drilling
rigs, 2 multi-purpose service vessels, 1 pipe
layer, modules for 9 production platforms, 10
hulls and mooring systems for spar production
platforms, and several drilling rig upgrades.
Technip Offshore Finland is part of the Technip
Group, a world leader in engineering, project
management and technology, serving the
energy industry for more than fifty years. The
Technip Group counts 23,000 people.
Visit www.technip.com for more information.

This article originally appeared in AVEVA World Magazine 2011, Issue 2 AVEVA World Focus on Marine 17
AVEVA Marine 3D models of the oil tanker Jasmin Joy. Images courtesy of SHI-ME.

Sumitomo Heavy Industries Sumitomo Heavy Industries

Marine & Engineering

Marine & Engineering (SHI-ME) Co., Ltd., a wholly

owned subsidiary of Sumitomo
Heavy Industries Ltd., has
launches first ship designed successfully delivered the first
ship which the yard has
with AVEVA Marine designed using AVEVA Marine.

18 AVEVA World Focus on Marine The Sumitomo Yokosuka shipyard. Photograph courtesy of SHI-ME.
The Sumitomo Yokosuka shipyard. Photograph courtesy of SHI-ME. Dr. Masao Takekawa, Director of SHI-ME’s Construction
Management Division.

SHI-ME is one of Japan’s leading shipyards and has been building ships for over 110 years.
It subscribed to AVEVA Marine in 2005 and was the first yard in Japan to do so. SHI-ME
‘The quality and
started designing the 105,000 dwt Jasmin Joy in April 2007 and handed the oil tanker
over to the owner in early April 2009.
efficiency of our
Since 1897 and the days of its shipbuilding predecessor, Uraga Dockyard, SHI-ME has built
design have been
more than 1,300 ships. Today, SHI-ME focuses on the construction of Aframax and Suezmax
tankers at Yokosuka shipyard, located in Tokyo Bay in the Kanagawa prefecture.
improved with AVEVA
‘The quality and efficiency of our design have been improved with AVEVA Marine. At SHI-ME,
Marine. At SHI-ME, we
we practise the Toyota Production System concept, which will be enhanced with the aid of
AVEVA Marine. We believe these efficient solutions are key ingredients to success in today’s
practise the Toyota
competitive and very challenging shipbuilding world,’ says Dr. Masao Takekawa, Director of
SHI-ME’s Construction Management Division.
Production System
‘In 2005 SHI-ME implemented the hull application of the AVEVA Marine system. This was
concept, which will be
followed, in 2006, by the implementation of the outfitting application. Before that, SHI-ME
had been using the AJISAI system, developed with IHI.
enhanced with the aid
‘AVEVA Marine has so far been employed for the design and construction of four ships. After
of AVEVA Marine. We
Jasmin Joy, the second and third projects were the design of the other Aframax tankers, while
the fourth project was a Suezmax tanker, which we started in the second half of 2009.
believe these efficient
‘SHI-ME has achieved a number of benefits using AVEVA Marine. The design quality has been
solutions are key
improved – for example, the number of clashes between piping and hull structure has been
reduced due to the clash-checking function. Accessibility to limited spaces on the ship has
ingredients to success
been improved. Furthermore, modelling time has been reduced, as have also the time and
labour for generating drawings and production information.
in today’s competitive
‘Thanks to being able to review the 3D ship model, the communication between the design
and very challenging
and production teams regarding issues such as weldability has been improved in the detailed
design stage.’
shipbuilding world.’

This article originally appeared in PIPELINE 2010, Issue 1 AVEVA World Focus on Marine 19
NLI Engineering
delivers over
20 large FPSO
topside projects
NLI Engineering, a Norwegian industrial
company, is involved in a number of
breakthrough projects in the increasingly
demanding oil & gas industry sector. The
company is currently using AVEVA Plant
as the engineering tool on several oil &
gas projects. Two particularly interesting
examples of these ongoing projects are a
water treatment plant on the Goliat FPSO
(Floating Production Storage and Off-
loading), and the reconstruction of Sevan
Sevan Voyageur anchored in Nymo at the Eydehavn yard in Norway.
Voyageur.

NLI Engineering is part of the NLI Group, a Norwegian industrial group
of companies with extensive experience of projects and developments
within the oil & gas and industrial sectors. The group delivers complete
solutions including engineering, fabrication, installation and
commissioning in the oil & gas and onshore industries.
When we visited NLI Engineering in Vear, 100km south-west of Oslo, we
found the company extremely busy. NLI Engineering has grown rapidly,
from 5 staff to over 90 during the last 5 years. As a result of a very high
level of activity and several new projects, the company continues to
expand.
AVEVA PDMS used right from the start of a project
‘NLI Engineering is a market leader in engineering services for FPSO
and platform topside design,’ explains Jonas Fjeld Christensen, CAD
Administrator, NLI Engineering. ‘We have two engineering offices in
Norway, and one in China. Many of our engineers have experience in
shipbuilding and construction supervision in Norway and abroad, so we
have unique fabrication expertise in all disciplines, and at all levels, at
five fabrication sites in Norway and one in Poland.
‘With support and training provided from AVEVA’s Oslo office, applications
from the AVEVA Plant portfolio, including AVEVA PDMS, were implemented
in April 2008. We started to use PDMS because of a specific demand from
our customers in the oil & gas industry in Norway.’
NLI Engineering uses PDMS throughout its projects, from first layout
studies to the completion of detailed design. The equipment, piping
and ductwork are all built in the PDMS model, from which all types of
fabrication information are automatically generated, including piping
isometrics, general arrangement drawings, weight reports, material
take-offs, bills of materials, pipe support drawings, cable tray routings
and ductwork layouts. Tekla Structures is used for the structural design,
which is imported into the PDMS model via NLI Engineering’s in-house
developed interface.
Engineering and fabrication work closely together
‘Engineers from the fabrication site visit the engineering office during
the design phase for regular design review meetings,’ Jonas Fjeld
Christensen continues. ‘These cross-discipline reviews enable us to
detect potential design problems early on, before fabrication starts. Staff
from the engineering office frequently visit the fabrication site during
the construction phase. The PDMS 3D model is made available to the
production engineers at the fabrication site, to support the building of
the modules.
First projects with PDMS
NLI Engineering’s first use of PDMS was for the Front-End Engineering
and Design (FEED) of the generic topside process plant on the world’s
first Floating Liquefied Natural Gas (FLNG) production vessel. The scope
of the work included structural and piping design, and specifications and
modelling of the PDMS 3D model of the topside.

20 AVEVA World Focus on Marine

Photograph courtesy of NLI Engineering.

The FLNG vessel will process two million tons a year. This project, which is
targeted for start-up in mid-2014, will liquefy gas from the onshore Elk
and Antelope gas fields in Papua New Guinea. The vessel will be built by
Samsung Heavy Industries in South Korea.

‘This project was soon followed by projects for the Goliat FPSO and
the BP Valhall platform,’ explains Jonas Fjeld Christensen. ‘PDMS was
used for the FEED design of the FPSO platform. Then, in late 2009, M-I
EPCON AS awarded us the contract for the engineering, procurement,
fabrication and installation work for a water treatment module for the BP
Valhall platform in the Norwegian North Sea. The engineering work was
performed with PDMS, and the water treatment module was delivered and
Jonas Fjeld Christensen, CAD Administrator, NLI Engineering.
installed on the platform in July 2010.’

Another interesting early project in which NLI Engineering used PDMS
was with Alstom Norway AS, in the development of cutting-edge CO2
capture technology for gas-fired power plants. The project included
subcontract work on Alstom’s demonstration plant for CO2 capture at
The European CO2 Technology Centre, Mongstad. Statoil is in charge of
this expansion, and NLI Engineering has provided the pipelines for the
plant, the opening of which is planned for November 2011. The plant will
be using Alstom’s carbonate technology, chilled ammonia, to capture
CO2 from fumes produced by the heating plant at Mongstad and from a
processing plant (a cracker) at the nearby Mongstad refinery. It will be
the largest demonstration plant of its kind, able to process fumes from
both a gas-fired plant and a refinery.
Support for all engineering disciplines
‘One of the first impressions we had of PDMS was the impressive amount
of information about the project that could be stored in the 3D model,’
explains Jonas Fjeld Christensen. ‘And the easy access you have to all
the objects and their attributes. This was different from the earlier
engineering systems we had used. Our experience of PDMS has been that
it is very suitable for projects in the oil & gas and process industries, as it
supports all our engineering disciplines.’

This article originally appeared in AVEVA World Magazine 2011, Issue 2 AVEVA World Focus on Marine 21
Goliat FPSO water treatment plant project
NLI Engineering’s first project with PDMS 12, which was implemented in
January this year, is the ongoing detail engineering project for the water
treatment plant on the Goliat FPSO platform. They believe that it is thanks
to the successful implementation and delivery of their previous project,
(an EPCON CFU skid for the BP Valhall platform), that M-I EPCON awarded
them this contract for the complete detail engineering of two skids, in
February this year. The project is already well under way.
The FPSO chosen for the Goliat field is a fully-winterised, Sevan 1000
cylindrical floater FPSO design, capable of handling the harsh demands
at the Goliat field in the Barents Sea. The Goliat FPSO will have a daily
production capacity of 110,000 barrels of oil and 4 million cubic metres
of gas per day, as well as a storage capacity of 1 million barrels of oil.
Production on the Goliat oil field is scheduled to start in 2013. The Goliat
FPSO will be built at Hyundai Heavy Industries in South Korea.
The cylindrical hull of the FPSO enables the platform to be anchored
permanently, regardless of changing weather conditions. In addition, the
platform has considerable storage capacity, the hull is easily constructed,
and it can take on large cargoes.
‘PDMS 12 has given us a more user-friendly interface. We now find it
easier to define the component catalogues and specifications, and to
search for system information,’ says Jonas Fjeld Christensen.
Reconstruction of FPSO Sevan Voyageur
In December 2010, Sevan Marine awarded NLI Engineering a major
contract related to the reconstruction of Sevan Voyageur. The job will
mainly involve engineering related to the topside facility. Sevan Marine
has decided that PDMS will be the engineering tool for this reconstruction
project even though NLI Engineering used Bentley PlantSpace in the
original design of the topside, in 2007.
The existing 3D model was successfully converted into PDMS via the
AVEVA Implant interface and a conversion program developed in house.
Where direct model translation was not appropriate, a combination of 3D
laser scanning and remodelling was carried out with very good results.
The FPSO left the Shelley field, in the UK sector of the North Sea, in
August 2010 and is currently anchored in Nymo at the Eydehavn yard
in Norway, where the rebuilding will take place. The FPSO will leave for
the Huntington field, also in the North Sea, in the third quarter of 2011;
production is planned for the first quarter of 2012.
Mongstad SMIL – an extensive onshore project
‘PDMS has also been used for onshore projects,’ says Jonas Fjeld
Christensen. ‘In autumn 2008, StatoilHydro awarded us a major contract
for mechanical, piping and electrical work on the SMIL project at the
Mongstad refinery (Statoil Mongstad Miljøinvesteringer).’

‘We have built

up a library of
modelled PDMS
equipment. By
reusing these,
we can rapidly
create conceptual
models for new
projects and give
clients an early,
very detailed view
of their project...’
AVEVA PDMS model of one hydro cyclone skid for
the water treatment plant on the Goliat FPSO.
Image courtesy of NLI Engineering.

22 AVEVA World Focus on Marine

The SMIL project is a cooperative project involving
several NLI companies and making use of the whole
of the group’s broad knowledge and competence.
Project management personnel are provided by NLI’s
engineering companies. The contract represents the
largest single order ever awarded to NLI.

The purpose of the SMIL project is to improve the

environment around the Mongstad refinery by
increasing the capacity for the removal of hydrogen
sulphide (H2S) and sulphur. This involves the
installation of a sulphur recovery unit, an H2S recovery
unit and a sour water stripper unit. All units are to be
installed and the existing facilities upgraded with only
a short shut-down period for coupling the new units to Corporate structure of NLI as. Image courtesy of NLI as.

the existing plant.

Reuse of design
‘Every project is unique, but many of the components
can be reused as 3D models with minor modifications,
saving us considerable time and money. We have built
up a library of modelled PDMS equipment. By reusing
these, we can rapidly create conceptual models for new
projects and give clients an early, very detailed view of
their project,’ concludes Jonas Fjeld Christensen.
About NLI as
NLI as has a long history. The group has its origin in a small mechanical workshop
founded in Mjøndalen, Norway in 1946. The company has grown significantly
since then, in terms of turnover, areas of competence and number of employees.
The last five years, in particular, have been marked by significant expansion and
diversification, not least geographically, but also into new market areas. NLI has
approximately 800 highly-qualified employees.
NLI as is a complete supplier of engineering and manufacturing services,
technological products and new concepts and patents. Since the company is divided
into five main areas, they perform equally well on small projects with only a few
disciplines involved, and on large-scale EPC contracts, whether onshore, offshore or
subsea. Visit www.nli.no for more information.

AVEVA PDMS model of the topside facility of Sevan Voyageur.

Image courtesy of NLI Engineering.

AVEVA World Focus on Marine 23

AVEVA MARS delivers a decade
of business benefits to Dutch
shipbuilder IHC Merwede
The well-known Dutch shipbuilder, IHC Merwede, has
a workforce of roughly 2,800 at different locations in
the Netherlands. The company also has branch offices
in China, India, the Middle East, Nigeria, Russia,
Singapore, Slovakia, the UK and the USA. The company,
part of the IHC Group, is focused on the continuous
development of its design and construction activities
in the specialised shipbuilding sector, in particular the
dredging, offshore and naval industries.
IHC Merwede is among the world’s market leaders in
the construction of specialist dredging equipment.
The shipyard is also recognised as an outstanding
builder of complex, custom-built vessels for offshore
construction. The customers include major dredging
companies, oil & gas exploration groups, offshore
contractors and naval authorities.
The pipelaying vessel Seven Pacific was designed and built by IHC Merwede using AVEVA technology. Photograph courtesy of IHC Merwede.
24 AVEVA World Focus on Marine
Success requires dedicated staff and technology
Through its technological innovation, IHC Merwede is known and
respected throughout the global shipbuilding industry as a leading
player in the international market. The company has gained its strong
position in the industry thanks to a highly dedicated and skilled staff,
combined with the organisation’s willingness to examine and roll out new
technologies.
Project Manager for Process Integration, Jaap Toonen, is clear that,
in order to keep that competitive edge, you have continually to make
sure that employees have the right technology and IT solutions at
their disposal. He points to one particular solution – the Integrated
Shipbuilding Solution from AVEVA.
Jaap Toonen says, ‘For a decade, Merwede has been using solutions from
AVEVA. AVEVA MARS was implemented at our shipyard back in 2000, as
we were in need of a system that could help us enhance our business
processes and would support us in becoming an even better shipbuilder.
‘Having evaluated the AVEVA MARS system, we decided to adopt it, since
it was tailored for shipbuilding,’ he continues.

Jaap Toonen demonstrates in the assembly hall an excellent result when integrated software supports outfitting at
its best. Photograph courtesy of IHC Merwede.
Leading solutions for the shipyard industry
AVEVA MARS (developed by Logimatic but acquired by AVEVA Solutions
Ltd in July 2010) is a shipbuilding process management system that
optimises project control, logistics, materials management, resource
and production planning. It has been designed specifically for the
shipbuilding industry, to significantly reduce cost and construction time,
thereby increasing a shipyard’s profitability and competitive strength.
More than just a supplier of software
Today, AVEVA’s solution has been deployed across various business areas
at IHC Merwede, and it is among the most important IT systems at the
shipyard. It has grown, together with the shipyard and, for several years
now, they have been experiencing the benefits of implementing an
Integrated Shipbuilding Solution.
The heavy-lift vessel Oleg Strashnov was designed and built by IHC Merwede using
AVEVA technology. Photograph courtesy of IHC Merwede.
This article originally appeared in AVEVA World Magazine 2011, Issue 2
‘After nearly
a decade of
cooperation we do
not really see AVEVA
as a supplier, but
more as a partner
who knows very
well our business
processes and our
way of thinking...’
Jaap Toonen stresses that the successful roll-out of the AVEVA MARS
system is mainly due to an organisation which has been willing to adjust
to changes, and a professional software supplier which has always had
the right approach towards the assignment.
‘When implementing a new IT system that is at first completely unknown
to you, it is crucial that you gain the support of those who are going to
use it as their daily working tool. One pitfall could be the fact that your
employees do not want to claim ownership of the new system, as your
shipyard is already doing fine with the current set-up, besides which,
most people tend to be afraid of change if they are not properly informed.
‘Fortunately, as an organisation, we have always focused on opportunities
rather than obstacles, so that was never a problem before, during or after
the implementation. Furthermore, AVEVA has invariably been a highly
capable supplier with whom we have had a very good working relationship
from the beginning.
About AVEVA MARS
AVEVA MARS consists of three integrated applications:
AVEVA MARS Material for material management
AVEVA MARS Planning for resource planning and control
AVEVA MARS Production for production management.
AVEVA MARS is developed in close cooperation with some
of the world’s leading shipyards, enabling it to incorporate
a number of best-practice processes and providing
natural support for processes which are vital for a modern
shipyard. It is currently in use at some 50 shipyards
worldwide.
For more information, visit www.aveva.com/mars
AVEVA World Focus on Marine 25
 The suction dredger Gateway was designed and built using AVEVA technology. Photograph courtesy of IHC Merwede.

‘After nearly a decade of cooperation we do not really see AVEVA as
a supplier, but more as a partner who knows very well our business
processes and our way of thinking. They have a high level of customer
service which is demonstrated, for example, by the fact that they
have a dedicated Service and Support team who always provide quick,
constructive solutions if problems should occur.
‘After the implementation,’ says Jaap Toonen, ‘we optimised several of
our main business processes, including materials management. A firm
control of our material flow has helped us become a more competitive and
efficient shipyard, as we have significantly reduced our manufacturing
costs. We have also streamlined our IT structure, so all our systems are
working well together.

‘In addition to that, they have had three of their consultants stationed ‘We know, nevertheless, that we are only as good as our last performance,
here with us at different times, which was a good experience for us as it and we must always continue analysing and improving our shipyard
provided us with competent local support. Finally, AVEVA arranges regular processes. We have been continuously upgrading our AVEVA solutions
user conferences, which gives customers the opportunity to network and when necessary, and have added even more functionality. We expect to
learn about various subjects that are of importance to them. We always keep on doing so, in order to maintain our strong position in the global
participate in the conferences, as we learn a lot from them and AVEVA shipbuilding market,’ concludes Jaap Toonen.
from us,’ continues Jaap Toonen.
For more information about IHC Merwede, visit www.ihcmerwede.com.
Benefits obtained and future aims
Having used the AVEVA MARS system for almost ten years, IHC Merwede is
reaping the benefits of implementing a system that has been developed
specifically for the shipyard industry. The shipyard understands, however,
that they have to maintain the pace of technological innovation in order
to guarantee a competitive edge in a fierce market.

The pipelaying vessels Seven Pacific and Seven Oceans were designed and built using AVEVA technology. Photographs courtesy of IHC Merwede.

26 AVEVA World Focus on Marine

Waller Marine Inc. uses AVEVA PDMS
to design Venezuelan power barges
Houston’s Waller Marine, Inc. (WMI) faced a tough
challenge: Design, build and deliver two 171 MW
floating power barges to a customer in Venezuela…
in just 180 days. Such a project required not only
focus, speed and know-how, but a tool that would
enable WMI to maximize its 36 years of naval
architectural expertise on a very tight deadline with
no margin for error. The firm turned to AVEVA in early
2010, purchased four PDMS licenses and rolled up its
collective sleeves with little time to spare.
From idea to reality
The result? The Margarita I and the Josefa Rufina I floating power plants
set sail for Venezuela on schedule in August 2010 from Ingleside, TX. Only
six short months earlier, both were mere ideas. How did WMI complete
the fast-track project in such a tight window?
‘The project schedule would have been impossible to achieve without
tireless dedication and a shared vision of success by all involved,’ said
Stephen J. McKillop, WMI’s Vice President of Engineering.
‘We chose to team our in-house engineering staff to work hand-in-hand
with a highly motivated and talented shipyard whereby the barge hull,
equipment foundations and piping systems were being engineered,
constructed and installed almost simultaneously,’ McKillop explained,
adding it was a strategy which could have been a recipe for mistakes, re-
works and delays, were it not for the real time communication and strict
scheduling of the various activities.
The Margarita I and Josefa Rufina I onsite in a protected cove northwest of Caracas, Venezuela, ready for final installations and hookup to the power grid. Photo courtesy of Waller Marine Inc.
This article originally appeared in AVEVA World Magazine 2011, Issue 2
McKillop said the final piece of the construction puzzle was to install
the power plant and electrical switchyard. ‘(It) was completed by highly
qualified turbine and electrical technicians specifically contracted by WMI
for their dedication and “can do” attitude,’ he said. ‘PDMS was a vital tool
in allowing accurate installation and fit-up in our balance of plant-to-
turbine piping interfaces.’
Providing needed electricity
The Margarita I and the Josefa Rufina I sport deck areas about the size
of a football field and each weighs 6,700 short tons apiece. Their stack
towers soar 100 feet above the decks. Boasting identical GE 7FA simple-
cycle, dual-fuel turbine generators, the barges can each generate 171.4
MW of electricity for transfer to the Venezuelan grid. The turbines can run
on natural gas or number 2 fuel oil.
The barges will be moored in a shallow, man-made basin protected
from the Caribbean Sea, near the Planta Termoeléctrica de Tacoa – an
overtaxed 1940s-era power plant on the coast northwest of Caracas that
cannot operate at anywhere near 100 percent capacity due to age.
Venezuela’s nearby hydroelectric plants have been unable to take up the
slack with additional power due to a shortage of rainfall in the region,
which has led to lower than normal reservoir levels needed to power the
hydro turbines. As a result, Caracas and the surrounding areas have been
experiencing frequent power ‘brownouts.’
Once online in mid 2011, the Margarita I and the Josefa Rufina I should
alleviate at least some of the electricity shortages in the Venezuelan
capital.
AVEVA World Focus on Marine 27
Idea dates back to the ‘30s
Power barges such as the Margarita I and the Josefa Rufina I are not a
new concept. Indeed, as far back as 1931, Popular Mechanics magazine
profiled the Jacona, a freighter that was being converted to a ‘mobile
seagoing power plant’ that could go wherever electricity was needed.
Development took off during World War II when barges delivered power to
troops in the field and to bombed-out cities, such as Nagasaki, Japan.
After World War II, construction slowed. However, over the past two
decades, power barges have enjoyed a resurgence as an effective way
to supply electricity to developing countries. Their short construction
cycles, ease in deployment and competitive costs versus land-based
plants have made them an attractive alternative. Today, more than 60
power barges are in use around the world, according to Power Magazine,
including a few in the United States.
What sets the Margarita I and the Josefa Rufina I apart from other such
ventures is that these will not only be the largest of their kind in terms of
size and capacity, according to WMI, but they were also successfully built
in such a short turnaround time.
Fast-track construction
WMI concentrated on design at its Houston offices and contracted with
Signal International, Inc. for fabrication in its Orange, TX, shipyard.
Faced with an extremely tight window, barge construction began even
before design work had been completed.
The first steel plates were put together in March 2010. Fabrication
continued thereafter 24 hours a day, seven days a week. At times, work
was so fast-paced that construction workers were being handed design
documents that were sometimes only hours old.
‘The client asked us if we could deliver it in six months and we did it,’ said
Hugh O. Haggerty, WMI’s Marine System Specialist. ‘This has never been
done before. No one thought we could do it. But we came through in the
180 days. I think we surprised the customer.’
The power barges Margarita I and Josefa Rufina I under construction at the Signal International fabrication yard in Orange, TX. Each barge is capable of producing 171 MW using GE Frame 7FA turbines.
28 AVEVA World Focus on Marine
Marrying two engineering fields
‘The key thing to remember about this project is that it wasn’t just a
power plant,’ Haggerty explained, ‘It was a power plant on a barge.’
While diesel engines have long been installed on ships for power
generation, putting an industrial-sized dual-fuel turbine on a barge
posed a few additional design challenges. GE Frame 7FA turbines, for
instance, have strict limitations and tolerance for any longitudinal
distortion along their shafts during operation. The design includes a
reinforced concrete plinth that keeps the barge at zero deflection under
all operating conditions.
Special considerations were also needed for hull and foundation loading,
stress and vibration. The main deck of each barge, for example, is built to
support 5,000 psf. A plinth-barge interface, including a patented system
of spring boxes and hydraulic supports, provides a way to control and
dampen vibration from turbine operation.
To accomplish this, WMI not only drew upon its naval architecture
experience, but also on a knowledge of the power industry as well.
‘The design of a floating power plant marries the engineering protocols
of the Marine and Power Generating industries,’ WMI explains in its
promotional materials on floating power plants.
‘However, with modern structural marine engineering and construction
capabilities, coupled with an understanding of power generation
concepts,’ the company continues, ‘the two industries can be fully
integrated to perform their intended functions while afloat.’
The firm has a more than 20-year history of success with power barges,
dating back to the late 1980s when it inspected the 1940s-vintage
Impedence, first used by the US Army in the Philippines and the barge
that eventually led to the reintroduction of power barges in the late
1990s.
 PDMS’s role
A team of two WMI engineers used AVEVA PDMS to design the intricate piping for each
‘The client asked us if we
power barge and the software greatly aided the project, according to the company. could deliver it in six months
‘The piping went very well,’ Haggerty said. ‘The PDMS program was invaluable. Two and we did it. This has never
guys were able to crank it out quite rapidly. We couldn’t have done the project as fast
as we did without PDMS.’ been done before. No one
What benefits did WMI see from its use of PDMS? ‘We learned a lot. As this was our thought we could do it. But
first time using PDMS, the efficiencies were mainly in the construction phase,’
McKillop said. ‘But in the future, I can see the benefits (of using PDMS) in the we came through in the 180
engineering.’
days. I think we surprised
Off to Venezuela the customer...’
After fabrication was completed, tugs towed the twin barges down the Texas coast to
Ingleside where a heavy lift vessel picked them up for final transport to Venezuela.
Once there, workers began hooking the barges to the power grid for a planned
startup in early 2011.

While the barges now rest in their basin near Tacoa, the delivery may signify only
the first phase of an even larger project. Waller reports their Venezuelan client is
examining adding a third simple-cycle power barge along with a much larger 260 MW
combined-cycle unit that would utilize heat from the other barges to power a steam
turbine.

What’s next?
‘We’re busy,’ McKillop said. ‘Anything that floats we work on.’

McKillop said WMI is presently developing its ‘Gas to Wire Concept,’ in which a
floating LNG process and power chain is installed in developing countries, allowing
field or stranded gas (which oftentimes would be flared) to be liquefied, transported
by barge, regassified and utilized as economical power plant fuel. ‘I feel that the
presentation qualities, accuracy and efficiencies of PDMS will most certainly be useful
Tugboats tow one of the power barges through the Caribbean Sea on the
in bringing to reality this latest addition to our business model,’ he said. last leg of its voyage to Venezuela. Photo courtesy of Waller Marine Inc.

Photo courtesy of Waller Marine Inc.

AVEVA World Focus on Marine 29

Every discipline must
work live in the 3D Model
In July 2006, SBM Schiedam started its first FPSO design project with AVEVA PDMS. Over the
next four years the deployment of AVEVA tools was successfully extended around the globe.

The upgrading and pre-conversion of the 255,272 dwt tanker, Accord, into the P-57 was completed at Keppel Shipyard in Singapore earlier in 2010.The engineering was done at SBM Schiedam. SBM
delivered the FPSO to the owner, Petrobras Netherlands. The FPSO operates in the Jubarte Campos Basin which is 70km offshore the state of Espírito Santo, Brazil. Photograph courtesy of Mercator Media.

SBM Offshore N.V. designs and provides offshore energy
systems on a lease or sale basis for clients mainly active
in offshore oil and gas production. The company operates
globally with seven units and is listed on the Amsterdam
stock exchange. There is a long list of ‘firsts’ in which the
company claims technology leadership or at least to be a
trendsetter. At the end of 2010, over 4,100 people worked
for the company. In the fiscal year 2010, 3.05 billion
US dollars (+ 3.4% compared to 2009) turnover and a
net profit of 276 million US dollars (+ 20% compared to
2009) were generated. An actual backlog of 15.7 billion
US dollars (a new record for the company) is also shown
in the annual reports.
Bernhard D. Valnion, Ph.D.
digitalPLANT Business + Engineering
The company’s business activities include the engineering, supply, and
offshore installation of facilities for the production, storage and export
of crude oil, gas and liquefied natural gas (LNG).These comprise Floating
Production Storage and Off-loading systems (FPSOs), Floating Storage
and Offloading systems (FSOs), Tension Leg Platforms (TLPs), monohull
and semi-submersible Floating Production Units (FPUs), as well as self-
elevating Mobile Offshore Production Units (MOPUs).
The portfolio includes all the systems, mostly based on the single-point
mooring principle, used to moor crude oil and gas carriers in open
seas for the purpose of loading or offloading cargoes. Derived from the
same technology are complex mooring systems that anchor the floating
production facilities in oil and gas fields.
There are various types of mooring systems, such as fixed heading
or weathervaning, permanent or disconnectable. R&D expenditure
amounted to 20.7 million US dollars in 2010.

This article was originally published in digitalPLANT Business + Engineering in 2011. Published here is an updated version.

30 AVEVA World Focus on Marine

SBM Offshore operates from four main project execution centres with
engineering and project management resources located in Schiedam/
Netherlands, Monaco, Houston/Texas (USA) and Kuala Lumpur/Malaysia.
Our editor spoke to Frans de Klerk, Department Manager Topsides Design,
and Albert te Pas, Discipline Manager of the PDMS Administrator Group,
both with SBM Schiedam which is part of the SBM Offshore group.
The market de Klerk’s group is mainly involved in is the FPSO market.
Roughly speaking, a FPSO is a floating plant. Most of these units are
owned by the SBM Offshore group and leased to oil and gas companies.
The consequence: SBM Offshore acts as owner operator and SBM
Schiedam as EPCI contractor.
AVEVA Clash Manager in use at SBM Schiedam. Image courtesy of SBM.
The department here in Schiedam, just a few minutes ride by metro from
Rotterdam Centraal, mainly designs the process utilities on board the
vessel. About 85 people are working in the four disciplines: “piping”,
“mechanical equipment”, “structural”, and “PDMS group”. The PDMS
group headed by Albert te Pas is basically focused on the administration
and development of PDMS from AVEVA plc. headquartered in Cambridge/
UK – it is a facilitating group for the other disciplines. This fact already
shows the importance of the effective deployment of integrated 3D plant
design processes for SBM as well as SBM Schiedam.
Three projects with a total volume of about two billion US dollars are
currently executed simultaneously. ‘Our projects are mainly conversions
of trading tankers,’ Mr de Klerk explains and adds: ‘That means we take
existing tanker layouts and modify the design and build a new plant on
top.’
Settlement of conflicts
In the Schiedam office, 11 AVEVA PDMS licences and 25 AVEVA Outfitting
(in the AVEVA Marine suite of applications) licenses are in use. One of the
main reasons for the use of PDMS is efficient clash management. Most of
This article originally appeared in AVEVA World Magazine 2012, Issue 1
‘With the Clash Manager the user
can say: “I approved this clash,” and
then he only gets new clashes, the
non-critical ones are suppressed.
This really saves us a lot of time...’
the time a clash is caused by two disciplines using the same space, e.g.
there is a structural reinforcement and a pipe going through it. ‘Sure,
you want to solve this problem before it comes up in the yard,’ Mr te Pas
says and refers to AVEVA Clash Manager. With the remark: ‘If you have
an access route, for example, which is colliding with a region reserved
for maintenance of a piece of equipment, that might be no problem. But
if you do such checks on a weekly basis – and our projects typically last
between 12 and 14 months – this clash pops up at least 50 times. With
the Clash Manager the user can say: “I approved this clash,” and then
he only gets new clashes, the non-critical ones are suppressed,’ says Mr
te Pas, giving an insight into the daily work routine. And de Klerk adds:
‘This really saves us a lot of time.’ In total, there are three types of clash
management tools in use:
z The one within PDMS.
z On top of that, a slightly more enhanced tool. It was created by SBM
Schiedam itself and is used on a daily basis.
z About once a week the AVEVA Clash Manager is used as an application.
It works on a separate desktop and has access to a SQL server.
AVEVA World Focus on Marine 31

Frans de Klerk, SBM Schiedam.
Albert te Pas, SBM Schiedam.
32 AVEVA World Focus on Marine
AVEVA Clash Manager is a kind of an umbrella application to check the
consistency over the whole project. In that tool, rules and settings are
defined to separate non-relevant clashes from real ones. ‘At a certain
moment you only have what we call “hot clashes”. These are detected by
the PDMS Design Coordinator of the project because he runs the Clash
Manager. Together with our Lead Engineers responsible for special plant
modules, the PDMS Design Coordinator tries to settle the conflict. If both
can’t approve, they have to delegate the problem to the designers of the
different disciplines to solve it,’ says Mr te Pas, explaining the procedure.
Global work sharing
Apart from the four SBM sites, three subcontractors (in Serbia, in
Romania, and in India) and construction yards in Singapore and Brazil
benefit from PDMS for project execution. The PDMS Global application
coordinates the worldwide work split. In doing so, a centralized PDMS
project owner (“Hub”) is defined to connect the other sites as satellites.
‘As the admin of the hub, we control everything,’ says Mr de Klerk self-
confidently. The tasks of the Hub include:
z set-up of PDMS project system environment
z creation of databases
z allocation of databases to satellite locations
z changing access rights (read/write) for satellites
z the definition of synchronization events between the Hub and satellites
z the control of databases with regard to the data quality aspects.
The database set-up includes providing catalogues, material
specifications, dictionaries, design tools, and numbering/naming
systems to control the other databases. Generally, AVEVA Global updates
all model information around the world. ‘For instance, if we include
additional valves or other pieces of equipment into a catalogue, following
synchronization the data also becomes available for the subcontractors,’
AVEVA Global updates all model information of
SBM around the world without any redundancy.
Image courtesy of SBM.
SBM Company Organisation Chart.

says Mr te Pas to give an example. Several tools are implemented to check Ten years ago, FPSOs produced 50,000 barrels a day, nowadays it is up
the data quality of the publication mechanism. Otherwise: ‘Rubbish in to three times as much even though it is a more advanced process. Mr te
means rubbish out,’ stresses Mr te Pas and adds: ‘Correct input is a must!’ Pas enters into the argumentation from a different point of view: ‘But
another challenge is the increased complexity of the project execution
Hull design – you want to control and monitor what’s happening in the project far
‘For the first time, we are using the Hull application and AVEVA Outfitting,’ more.’ To meet this extensive requirement, data management is involved.
Mr te Pas says. The reason is that in a specific project the hull is designed ‘For us it means we have to continuously improve our work processes
completely from start. Normally it is a conversion of an already existing because you have to do everything in a more structured way. A more
project. AVEVA Outfitting has the same basic functionality as PDMS, but sophisticated database environment is the consequence.’ Documented
with a different nomenclature. The advantage of AVEVA Outfitting is that best practices, e.g. expressed in templates, are crucial for SBM Schiedam.
instead of PDMS it can read in the hull shapes in its database. It is used But, as Mr te Pas points out, the biggest advantage is that SBM Schiedam
to generate plan and section drawings of each discipline, to support the is always working in the same engineering-IT environment. It uses
design and to create support detail drawings. The company has decided its own ‘standards’, which recur in every project. The effectiveness of
to move from using PDMS into using AVEVA Marine (hull and outfitting standardized processes is tracked over many years. Mr te Pas summarizes:
integrated). At this moment, 25 Outfitting licences are rented and five ‘We are following AVEVA’s philosophy because it is our own philosophy:
licences are in permanent use for the hull design. Every discipline has to work live in the 3D model and then generate
drawings.’ There is no doubt that this is a clear strategy for integrated
Increasing complexity processes and workflow management.
Every new project is more ambitious than its
predecessor. ‘Remember: crude oil of different
origins is different. The oils differ in their chemical
composition, in their viscosity and so on. All fields
where light and clean crude oil is concentrated
have already been explored. Only the difficult ones
are left – in deep water, low in quality, which, for
instance, means a lot of supply has to be removed,
and sometimes the oil is contaminated, which is
very dangerous, so safety is a big issue,’ says Mr
de Klerk. The consequence is that the production
facilities require more and more components, but
the available space remains the same. Additionally
the production rate is going up.

Split of work
between the
SBM sites.
For more information about SBM Offshore N.V.
Image courtesy
and SBM Schiedam, visit www.sbmoffshore.com of SBM.

‘We are following AVEVA’s philosophy because it is our own philosophy:

Every discipline has to work live in the 3D model and then generate
drawings. There is no doubt that this is a clear strategy for integrated
processes and workflow management...’
AVEVA World Focus on Marine 33
 K Home August 2009 saw the handover of drilling
rig SeaDragon 1’s 3D model to owners,
SeaDragon Offshore, after successful

International completion of the detailed engineering

design by K Home International, one of the
first and largest users of AVEVA technologies
complete the in the north of England.

successful delivery SeaDragon 1 is one of two sixth-generation semi-submersible drilling

rigs commissioned by SeaDragon. When completed, these will be two
of the world’s largest units, and will be equipped for global ultra-deep

of SeaDragon 1 using water and harsh environment capabilities. The successful completion
of an engineering project of this size and level of complexity demands
the use of an integrated, multi-discipline design and engineering

AVEVA technology solution, and it was this requirement which led to the involvement of
K Home International with AVEVA PDMS, part of the AVEVA Plant
portfolio.

K Home was recognised by SeaDragon for their previous experience with

PDMS and in the design of drilling rigs for the oil & gas and petrochemical
industries. Their location in the north-east of England, which has a
resource pool of highly skilled design engineers and a low turnover of
workforce, enabled K Home to provide SeaDragon with high quality, cost-
effective solutions.

‘Our PDMS resources have helped

us win some major projects and
we will continue to invest in this
and other areas to offer our
customers a more accurate and
better value product...’
34 AVEVA World Focus on Marine
At the start of the project, K Home was presented with a large volume of
hull pipework which had been created in Foran. These 300 files were
converted and subsequently imported into PDMS using AVEVA’s ImPLANT
application. K Home estimated that starting the project with this exercise
saved them months of man-hours which would have been spent
recreating these designs. Nick Harkin, who heads up K Home’s PDMS
facility, stated, ‘Not only did we save considerable time at the start of the
project importing the data from Foran, but we also benefited throughout
the design from PDMS’s automatic clash detection capabilities.’
PDMS facilitated the concurrent design of the piping, equipment, HVAC,
cable trays, steelwork, cladding, access ways, escape routes and
structural supports, with deliverables on these totalling 23,000
documents including over 3,000 pipework isometrics. The cable
containment system was also designed using PDMS to meet the
requirements of DNV and NORSOK standards. The total number of
instrument, fire and gas, ESD, telecoms and electrical cables came to
12,500, amounting to a total of 454,500 metres of cable with a further
125,500 metres of vendor cable also incorporated into the overall
containment and transit design.
Nick Harkin added, ‘With the requirement to include all disciplines in a
very complex and demanding design, automatic clash detection is a must,
as it allows our engineers to work across these disciplines simultaneously
whilst avoiding the potential for costly mistakes and delays.’
Another benefit which Nick Harkin believed was crucial during the design
of SeaDragon 1 was PDMS’s ability to calculate the weight of pipe spools
and print them onto each isometric. He continued, ‘This feature greatly
assisted in the lifting studies, providing us with crucial information when
weight is obviously such an important factor.’
Above: AVEVA PDMS view of riser tensioning. Image courtesy of K Home International.
Left: SeaDragon 1 and SeaDragon 2 baredeck units in Jurong shipyard, Singapore, June 2009.
Photograph courtesy of SeaDragon.
This article originally appeared in PIPELINE 2010, Issue 1
With man-hours exceeding 240,000, SeaDragon 1 is the largest project
undertaken by K Home International to date. At its peak, the manning of
the project reached 130 personnel. Nick Harkin firmly believes that, in
keeping with KHI’s Strategy for Success, an ethos strongly supported by
investment in technology, their ability to deliver larger and more
demanding projects will continue to grow.
K Home International’s CEO, Andy Home, supported this belief, ‘Our PDMS
resources have helped us win some major projects and we will continue to
invest in this and other areas to offer our customers a more accurate and
better value product.’
Project update
The six-column, baredeck hulls, manufactured at Vyborg and Sevmash
shipyards in Russia will be outfitted, tested and completed by Jurong
shipyard, Singapore. The first rig is due to be delivered later this year for
a five-year drilling contract with Pemex in the Gulf of Mexico.
About K Home International
From offices in the UK and the Middle East, K Home International
provides world-wide multi-disciplined Engineering, Procurement and
Construction management services to the chemical, pharmaceutical,
petrochemical, aluminium, oil & gas, power and energy industries.
With over 200 employees, K Home, established in 1973, offers an
innovative and professional range of integrated engineering services
including feasibility studies, process modelling, front-end engineering
design, risk identification and management, environmental guidance and
compliance, project management, multi-discipline design, procurement,
construction management, CDM/SHE management, cGMP/validation,
PDMS 3D modelling software and ISO 9001:2000-certified quality
management. Visit www.khe.co.uk for more information.
Above: AVEVA PDMS 3D model of SeaDragon 1. Image courtesy of K Home International.
AVEVA World Focus on Marine 35
AVEVA and HDW celebrate
25 years of partnership
A cooperation spanning a quarter of
a century with the internationally
renowned German shipyard
In October 1985, Howaldtswerke-Deutsche Werft
(HDW) – a company of ThyssenKrupp Marine Systems
– sent the first group of trainees to Malmö, Sweden
to learn to use the Steerbear software, an early
predecessor of Tribon and AVEVA Marine. That year
marked the beginning of a long-term relationship
between the two companies. Over the intervening
period, HDW has contributed significantly to the
development of the AVEVA shipbuilding systems, and
many of the advanced production functions found
in AVEVA Marine today are a direct result of this
cooperation.
U212A Class – First submarine built by HDW with 100% steel structure in Tribon. Photograph courtesy of HDW.
36 AVEVA World Focus on Marine
With more than 170 years of commercial and naval shipbuilding
history, the Kiel-based shipyard is, today, the world leader in the
construction of non-nuclear submarines. HDW is the only shipyard
in the world to offer fully matured fuel cell propulsion systems for its
boats. HDW submarines are serving in 18 navies around the world.
HDW was an early adopter of 3D technology within the shipbuilding
industry. After implementing Steerbear Hull from Kockums Computer
Systems (KCS) in 1985–86, they adopted the Steerbear outfitting
applications two years later for use in surface ship design. The
integrated 3D shipbuilding system allowed concurrent engineering
on a common ship model database. HDW’s first project with Steerbear
was the design of the giant container-carrying vessels for American
President Lines being built at HDW.
In the early 1990s, HDW was thinking more and more about computer-
controlled production methods. In a cooperative project, ‘Werft 2000’,
KCS and HDW worked together over many years to implement many of
these ideas into the Steerbear system (later known as Tribon).
 ‘HDW was an early adopter
of 3D technology within the
shipbuilding industry...’ President Truman – First ship designed and built by HDW with Steerbear.
Photograph courtesy of HDW.

Many of the advanced features found in AVEVA Marine today are a direct
result of this project:
z AVEVA Hull Genauigkeit – improves accuracy by the use of marking
triangles allowing better alignment of parts in the assembly process
z AVEVA Hull Dotori – an advanced feature for the automatic definition
of variable bevelling
z AVEVA Hull Panel Line Control – creates assembly parts by producing
all necessary NC information for edge preparation, blasting, marking,
burning and text labelling on a large plate field.

The changeover to mainly computer-controlled production methods in

the mid-1990s caused a sensation.

HDW has participated with AVEVA in several other development projects

with the aim of tailoring system and work methods to introduce new
design methodology and be able to ‘feed’ the shipyard’s production
facilities, in order to increase automation and efficiency. These projects
have resulted in important improvements to the shipbuilding systems
from AVEVA.

In 1992, HDW commenced the design and production of the Type 212A
Class submarine for the German Navy. In the second half of the 1990s,
HDW migrated from Steerbear to the newly-released Tribon system.

During 2010, HDW began an evaluation of AVEVA Marine. In preparation

for future long-term submarine projects, HDW anticipates being in a
position to use the latest version of marine software from AVEVA. S101 – Designed and produced with Tribon M3. Photograph courtesy of HDW.

Frigate Schleswig-Holstein – First ship built by HDW using Tribon. Superfast – Designed and built using Tribon Hull and Outfitting.
Photograph courtesy of HDW. Photograph courtesy of HDW.

This article originally appeared in AVEVA World Magazine 2011, Issue 1 AVEVA World Focus on Marine 37
AVEVA PDMS model of an FPSO for a field offshore Brazil . Image courtesy of Sidvin Core-Tech (I) Pvt. Ltd.
Compress schedules, deliver
quality, win more business!
Indian engineering design consultancy, Sidvin
Core-Tech (I) Pvt. Ltd., certainly has high
aspirations. In fact, its work has even reached
the moon! In addition to clients in the oil & gas,
offshore, chemical and LNG storage industries,
this successful Bangalore-based business, founded
in 2000, has also delivered engineering design
services to the Indian Space Research Organisation,
whose most recent rocket launch pad was designed
using AVEVA solutions.
38 AVEVA World Focus on Marine
But although Sidvin aims high, it has its feet firmly on the ground when
it comes to understanding how to deliver value to its customers. It
has recognised the reality of the market – namely, that projects must
now be delivered in ever shorter timescales, across ever more complex
international collaborations, without in any way compromising on
quality. Only this approach will enable the customer, in turn, to operate
effectively in the highly competitive global marketplace.
Sidvin’s relationship with AVEVA goes back to the purchase of their
first PDMS licence in 2000. But clients’ expectations have changed
dramatically over that time. Praveen Pawadshettar, Manager – Operations
at Sidvin, explains, ‘Detail engineering projects used to be delivered
in around 45 weeks. Now, customers are setting timelines of around 32
weeks. Our customers face severe penalties for missing milestones, and
manpower costs are very high. Their schedules must compress.’
The challenges are many – for example, the sheer internationality of large
engineering projects. Contractors and subcontractors find themselves
in complex relationships with partners which are often spread out
all over the globe. The huge distances involved can make any kind of
collaboration problematic, on both human and technical levels. One of
the major issues is with project review cycles. These can be complicated
and lengthy at the best of times, but add the geographical factors into
the process and the challenge is multiplied.

AVEVA PDMS model of an FPSO for a field offshore Brazil. Image courtesy of Sidvin Core-Tech (I) Pvt. Ltd.
‘On one project,’ continues Praveen , ‘we were
flying a guy from India to Saudi and back
again, with the project review data loaded
onto a laptop. It was horribly time-consuming.
Project review cycles had to be reduced!’ Sidvin
found the answer in AVEVA Global which, says
Praveen, ‘led to faster decision making – almost
in real time.’
Praveen also acknowledges that many of
Sidvin’s challenges arise from changes that are
outside of its control. He cites late information
from equipment suppliers, and changes to
operational requirements and to the changing
priorities of deliverables. Lack of project
repeatability is also an issue; when clients
change, the specifications and catalogues
change, and local government conditions often
require the addition of further specifications.
Critical in coping with these changes is the
choice of an effective technology. As Praveen
puts it, ‘AVEVA tools gave us the right platform
and so we decided that we would use those
tools to address the challenges that were facing
us. AVEVA makes it possible to rapidly cope with
changes.’
Sidvin also has clear metrics which support
its technology choice. According to Praveen,
AVEVA Multi-Discipline Supports (‘a fantastic
tool’) can reduce a project schedule by 25%,
compared with those on which it is not used.
Automatic drawing production delivers
substantial additional savings, reducing
drawing production time by up to 80%.
This article originally appeared in AVEVA World Magazine 2011, Issue 1
‘AVEVA tools
gave us the
right platform
and so we
decided that
we would use
those tools to
address the
challenges that
were facing us.
Yet there is a complication in the apparent
AVEVA makes
simplicity of this argument. Sidvin’s customers
are the EPCs and other engineering companies
it possible to
who are contracted to design and build large
projects and hand them over to an operator. rapidly cope
with changes...’
Sidvin’s relationship with these engineering
companies is therefore that of a subcontractor.
Sidvin is paid according to the number of hours
that it works on a project – so it would seem
that it is better for it to spend more time on
a project, not less. Compressing schedules, it
would seem, is good news for the client but bad
news for Sidvin.
Praveen is candid in his response. ‘You might
think,’ he says, ‘that we are hurting ourselves
by reducing the hours that we burn on a
project. But what we have found is that the
reduced schedules that we are able to achieve
have enhanced our reputation as a provider
which delivers quality, within budget and on
time. This has really helped in getting more
projects offered to us.’
And here he touches on a crucial point – that
quality is still at the heart of Sidvin’s working
practices and technology choices, regardless of
economic pressures. If shortening schedules is Praveen Pawadshettar, Manager – Operations at
Sidvin. Photograph courtesy by Sidvin Core-Tech
critical, responding to economic pressures by (I) Pvt. Ltd.
‘cutting corners’ is commercial suicide. During
Praveen’s recent presentation at the AVEVA
World Summit in Beijing, he expressed this
even more eloquently. ‘Reduce time, improve
efficiency,’ he urged, ‘but quality is a given. You Visit www.sidvincoretech.com
cannot cut down on quality.’ for more information.
AVEVA World Focus on Marine 39
AVEVA Group plc Headquartered in Cambridge, England, AVEVA Group plc and its operating
High Cross subsidiaries currently employ staff worldwide in Australia, Austria, Brazil,
Madingley Road Canada, Chile, China, Columbia, Denmark, Finland, France, Germany, Hong
Cambridge Kong, Hungary, India, Italy, Japan, Malaysia, Mexico, Norway, Poland,
CB3 0HB Russia, Saudi Arabia, Singapore, Spain, Sweden, South Korea, United Arab
UK Emirates, United Kingdom and the United States of America. AVEVA also has
representatives in additional countries around the world.
Tel +44 (0)1223 556655
Fax +44 (0)1223 556666 For more details on AVEVA Worldwide Offices, visit www.aveva.com/offices

www.aveva.com

AVEVA believes the information in this publication is correct as of its publication date. As part of continued product development, such information is subject to change without prior
notice and is related to the current software release. AVEVA is not responsible for any inadvertent errors. All product names mentioned are the trademarks of their respective holders.

Copyright 2012 AVEVA Solutions Limited and its subsidiaries. All rights reserved. AWM/FOM/12