DTIC ADA450229: The National Shipbuilding Research Program. 1995 Ship Production Symposium. Paper No. 7: Generic Build Strategy - A Preliminary Design Experience

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by  Defense Technical Information Center

January, 1995
SHIP PRODUCTION COMMITTEE
NSRP 0439
FACILITIES AND ENVIRONMENTAL EFFECTS
SURFACE PREPARATION AND COATINGS
DESIGN/PRODUCTION INTEGRATION
HUMAN RESOURCE INNOVATION
MARINE INDUSTRY STANDARDS
WELDING
INDUSTRIAL ENGINEERING
EDUCATION AND TRAINING
THE NATIONAL
SHIPBUILDING
RESEARCH
PROGRAM
1995 Ship Production Symposium
Paper No. 7: Generic Build Strategy -
A Preliminary Design Experience
U.S. DEPARTMENT OF THE NAVY
CARDEROCK DIVISION,
NAVAL SURFACE WARFARE CENTER
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1995 SHIP PRODUCTION SYMPOSIUM
Commercial Competitiveness
for Small and Large
North American Shipyards
Seattle, Washington
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January 25-27,1995
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builders without major changes in their pro- members) are all located above the main deck
duction facilities. in a separate deckhouse and the rest of the
ship is configured for the type of cargo that the
The first step taken in the development of a
ship is to carry. It is common practice to
build strategy for the LX was to identify the
identify each of these portions of the ship as a
major zones which would likely control the
separate zone; namely the Machinery Zone,
construction process. The inputs to this proc-
Accommodations Zone and Deck Zone. Each
ess were the first draft of the GeneraI Ar-
of these three major zonal volumes of the ship
rangement and Midship Section drawings.
entails significantly different functions, com-
The General Arrangement Drawing included
plexity of construction and material ordering
the Inboard Profile shown in Figure 1, an Out-
requirements, as a result of different design
board Profile and plan views of each deck.
requirements. Therefore, it is customary to
These documents were used to identify the treat each of them as a separate zone, and to
major zones of the ship and then, with a set of assign to each, separate design teams who are
block break criteria established by the team, to familiar with the peculiarities of construction
identify the block breaks. A block numbering of that zone.
sequence was developed that related each
The entire ship is considered as a fourth zone,
block to a location in the ship. With the block
since certain work can be done most effi-
breaks identified, a notional block erection
ciently onboard the ship before or after it is
sequence was identified. By putting a time
being erected. Where the work in a particular
scale on that sequence and utilizing historical
area of the ship is more complex than that in
time frames between block erections, an erec-
another area of the ship, that particular part of
tion schedule was developed. A list of major
the ship may be treated as a separate zone or
equipment was developed. The block into
subzone.
which each piece of major equipment was to
be located was determined. By correlating the In military ships, where, largely for surviv-
lead time for the various elements of the ability reasons, there normally are multiple
equipment procurement process with the block machinery spaces, and where accommodations
erection schedule, it was possible to develop (for much larger crews) are spread throughout
an equipment installation schedule and a first the ship, the identification of the basic three
cut at a the dates by which major equipment types of zones is not as straightforward.
would have to be ordered. This information Zones can be identified, but several functions
could be used to identify what long lead may exist within each zone. In the case of the
equipment, if any, would have to be ordered LX, with the configuration shown in Figure 1
before the shipbuilding contract is awarded in as a given, the PODAC team identified the
order to minimize the time of the shipbuilding following zones.
process. A more detailed description of each
Machinery Zone. The machinery spaces
of these elements of the Generic Build Strat-
contain many large, heavy pieces of equipment
egy follows:
arranged in relatively dense configurations,
involving major distributive system interfaces.
Zone Identification On the LX, the Machinery Zone was taken to
be the volume extending from Frame 62.5 to
142.5 longitudinally and from the keel to the
In commercial ships the machinery space is
01 Level vertically. This volume includes the
normally a single space located aft, the ac-
commodations (for the small number of crew
7-4
two Main Machinery Rooms and the two ad- forward of it and of the portion aft, that it was
joining Auxiliary Machinery Rooms. treated as a separate zone.
Deckhouse (Accommodations) Zone. All The Machinery Zone was designated Zone
volume above the 01 Level was treated as a 3000, with Subzones 3100,3200,3300,3400
single zone. Although there are few accom- and 3500 separated by the transverse bulk-
modations in this volume, it was treated as a. heads at Frames 80,95, 110, and 127.5.
separate zone, primarily for convenience,
Zone 4000 extends from just aft of the
since it is above the strength deck. For this
bulkhead at Frame 142.5 to the stem and
ship; this zone is not significantly different in
includes cargo carrying and line handling areas.
most production considerations than the rest
It is separated into Subzones 4100,4200,4300
of the ship outside the Machinery Zone.
and 4400 by transverse bulkheads at Frames
Hull Zone. Although the rest of the ship be- 157.5,172.5 and 187.5.
low the 01 Level would therefore be consid-
Zone 6000 is comprised of the volume above
ered the Hull Zone, on the LX, because the
the 01 Deck. In an earlier version of the ship’s
Machinery Zone separates the forward portion
topside conjuration there was a Zone 5000.
of the ship from the stem, the after portion of
An arbitrary decision was made to leave the
the ship was treated as a separate zone. The
6000 zone designator unchanged when Zone
forward portion of the ship was treated as two
5000 was eliminated
separate zones because the work in the bow
area, forward of the bulkhead at Frame 17.5, is
significantly more difficult to construct than
Block Identification Considerations
the volume between Frames 17.5 and 62.5.
SubZones. Each of the zones on the ship was
Because modem shipbuilding techniques in-
further subdivided into subzones, based pri-
volve construction and outifittting of the ship in
marily upon the location of transverse bulk-
major three-dimensional assemblies conven-
heads, recognizing that these bulkheads would
tionally called blocks, one of the most essen-
be used ultimately to establish the boundaries
tial elements of a build strategy is the identifi-
of hull construction blocks and this subdivi-
cation of the boundaries of each of those
sion would be used in the block numbering
blocks. All elements of the entire construc-
sequence.
tion, outfitting and ship erection sequencing
Zone Numbering. The zone from the bow to
(the primary elements of a build strategy) are
Frame 17.5 (a Hull Zone) was identified as built around the definition of the blocks. For a
Zone 1000. Two subzones were identified as ship design to be a producible design, the ar-
1100 and 1200; the division being at Frame rangement of spaces and locations of equip-
10. ment must take into account the block break
locations.
The volume between Frames 17.5 and 62.5,
from the keel to the 01 Level, was identified This is also the area where individual ship-
as Zone 2000, with Subzones 2100,2200 and yards, with different facilities or different
2300 separated by Frames 32.5 and 47.5. Al- construction philosophies, may have signifi-
though Zone 2000 includes a generator space, cant differences in approach. The ability to
the configuration of this portion of the ship is create a generic build strategy that does not
sufficiently different than that of the volume
penalize specific shipyards is dependent upon
selecting locations for block breaks that are
7-5
logical and based upon actual current ship- Maximum weight and size of outfitted
building practices and shipyard capabilities. blocks which can be handled and transported
in a yard.
The PODAC Working Group recognized the
following elements as affecting the deftinition . Amount of pre-outfitting to be accom-
of block break locations and block sizes:
plished in the block before erection.
. To provide the structural stiffness required l An effective method of erecting the blocks.
for transporting and lifting blocks, it is normal
for one end or side of a block to be located
close to, but not at the location of a transverse Block Break Criteria
or longitudinal bulkhead or deck. To facilitate
the welding of this end or side to the adjoining
block during erection, the erection joint is lo- The following criteria were established by the
cated roughly 300 mm (6 -12 inches) horn the PODAC Working Group as standards, to be
bulkhead or deck and the stiffeners are located altered only when some particular characteristic
on the opposite side of the bulkhead or deck of the structure or arrangement could be shown
from the erection joint. to override the producibility aspects of the
construction sequence:
Normally, one end or side of a block is "hard,"
meaning that the stiffeners are welded to the . All block breaks would be above the deck
plate all the way to the extreme end of the and aft of a transverse bulkhead.
block while the other end or side is "soft" with
. All stiffeners on transverse bulkheads
the stiffeners remaining unwelded for the last
would be located on the forward side of the
half meter (say 18 inches). This allows the
transverse bulkhead, wherever practicable.
stiffeners of the "soft" end to be aligned to
those of the adjoining block more readily dur- . Blocks would extend from each major
ing erection. The "hard" side normally is the transverse bulkhead to the next.
side near the bulkhead or deck of course.
. Block widths would not exceed 10 meters.
. To facilitate as much installation of under-
l Block heights would be one deck high, ex-
deck items such as pipe hangers, piping, elec-
cept along the sides of the ship and in the bow,
trical wireways, ventilation ducting, etc. as
where space arrangements permit multiple
possible prior to erection, the block breaks are
deck high blocks.
normally made roughly 200 mm (3 -6 inches)
above a deck. The completed assembly can
then be turned right-side-up and landed in place
Block Break Definition
on top of another block.
Given the above considerations, in defining
block boundaries it is necessary to consider optimization of plate width or plate length
was not actively considered in the develop-
. Location of major longitudinal bulkheads
ment of the block break plan. Instead, the
and other major structures.
Group was confined to finding a logical block
. Transverse bulkhead spacing. break scheme within the constraints of the de-
sign that had been developed to meet the op-
. Length and width of plates available from
erational requirements.
steel manufacturers.
7-6