Integrated CAD-CAE Solutions for Ship Design and Production(May 2004)

8/19/2019 Integrated CAD-CAE Solutions for Ship Design and Production(May 2004)

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White Paper

DNV Software

Integrated CAD – CAE solutions for ship design

and production


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May 2004

Prepared by DNV Software, an independent business unit of Det Norske Veritas AS.

The information and the software discussed in this document are subject to change without notice and should not be consideredcommitments by DNV Software (DNVS). DNVS assumes no responsibility for any errors in this document. Reproduction,

distribution, and transmission of this document by any means photostatic or electronic is restricted without authorization.

© 2002, DNV Software.All Rights Reserved.

Including this documentation, and any software and its file formats and audio-visual displays described herein; all rightsreserved; may only be used pursuant to the applicable software license agreement; contains confidential and proprietary

information of DNV Software and/or other third parties which is protected by copyright, trade secret, and trademark law and maynot be provided or otherwise made available without prior written authorization.

DNV Software, the DNV Software logo, and MarineSolutions are registered trademarks. Microsoft and Windows are registered

trademarks of Microsoft Corporation. Other brands and product names are trademarks of their respective owners.


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TABLE OF CONTENTS

TABLE OF CONTENTS ................................................................ 2

INTRODUCTION ........................................................................... 1

An Integrated Shipbuilding Process throughout the Lifecycle .......... 2

INTEGRATED SHIPBUILDING PROCESS .............................. 3

Conceptual Design ............................................................................ 3

Initial Design ..................................................................................... 4

Basic design....................................................................................... 4

Detailed design.................................................................................. 6

Production engineering and production............................................ 7

Commissioning .................................................................................. 8

APPROACHES TO INTEROPERABILITY ............................. 10

Application Integration.................................................................... 10

Integrated workflow......................................................................... 11

Collaborative enhancement of engineering data............................. 11

Change Management....................................................................... 11

Customization.................................................................................. 11

A lifecycle oriented Product Model ................................................. 12

EXAMPLE OF BENEFITS TO SHIPBUILDERS .................... 13

Approval of mid-ship section scantlings.......................................... 13

SUMMARY AND CONTACTS ................................................... 15


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The ability to manage changes throughout the project, perform

concurrent work across disciplines, avoid duplication of

information and automate repetitive operations is imperative in

order to improve the competitive position in ship building. In a

sense, this all comes down to the same fundamental challenge –how to integrate people, companies, product information, work

tasks and project phases while maintaining the needed

flexibility for each person to work efficiently in individual

activities. The DNV Software MarineSolutions meets this

challenge, with integration throughout the project lifecycle as acornerstone throughout the application.

INTRODUCTION

Improving the yard’s competitiveposition all comes down to the

same fundamental challenge:How to integrate people,disciplines, phases, informationtasks and software into acoordinated force to design andbuild world class ships. TheDNV Software Marine Solutionsmeet thi s challenge, withintegration throughout theproject lifecycle as acornerstone.

Integration is not simply a technical issue, related to

application-to-application interoperability. More importantly, it

constitutes the foundation upon which important business

applications should be built. In this white paper, we will

describe the concept of integration both from the perspective of

the needs arising in the different phases in the ship design andengineering process, and from the perspective of the enabling

software architecture.

To set the stage more properly, the concept of integration

should be developed somewhat further:

• Integration means true multidisciplinary work towards thesame underlying model. MarineSolutions is developed from

the basis as such, where steel and various disciplines of

outfitting are represented in the same underlying product

model. This has obvious advantages in terms of interference

or collision checks as well as change management.

• Integration means that the same model develops incrementallyas the project develops. In MarineSolutions , information

created in the conceptual phase is the starting point of the

model that results when as-built information is completed and

handed over to the customer.

• Integration means giving access to critical analysis servicesthat employ the model under development, without having to

make explicit data exports or having the engineer enter into

another user environment. In MarineSolutions, analysis tools

for structural integrity, machinery or weight assessment are

available to the engineer instantly.• Integration means building and maintaining relations and rules

that ensures that high-level design changes propagate to lower

level, for instance the case when hull form changes are

reflected in the internal structure. In MarineSolutions, the rule

modeler and engine, conjoined with the high focus on making

the model internally consistent act together to reduce the work

associated with change management.

• Integration means that in-house or 3rd party tools may either be adapted into the user environment or allowed to access the

model to extract information needed for other tasks, or vice

versa. This may be when an ERP system requires Bills ofMaterial, or where an engineer wants access to delivery status


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on components. The open architecture of the DNV MS

facilitates such mutual share of information or embedding

applications into the engineers’ user environment.

• Integration means enabling distributed engineering teams to

work on the same model. MarineSolutions makes bothconcurrent and distributed engineering a reality – not only a

vision.

An Integrated Shipbuilding Process throughout the Lifecycle

Having a true life cycle approach to engineering, the

MarineSolutions is most properly described in the context of the

different phases that it supports. Thus, the following sections

describe the virtue of the MarineSolutions in all stages of the

value chain, beginning with conceptual design and ending with

in-service operation. This places MarineSolutions in a context

recognizable by shipbuilders. The engineering life cycle isvisualized below.

E x p e r i e n c e F e e d b a c k

Conceptual Initial Basic Detailed Production

In-Service operation C o n c

u r r e n t E n g

i n e e r i n g

Concept Model

Experience Feedback

C o n c u r r e n

t E n g i n e e r

i n g

Though the different design and engineering phases are

sequential at a high level, it is important to bear in mind that

they to a large extent also occur in parallel. Basic design may betaking place on outfitting while steel structural modeling may

be in the detailed design phase. And certain areas of the vessel

will be prepared for production and even being produced while

other areas still are subject to detailed design. This also

underscores the importance of the change management and

multi-disciplinary features of MarineSolutions, enabling

engineers to work in different levels of detail and have high-

level changes propagate with the need for no or minimal work

to adapt to the changes.


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INTEGRATED

SHIPBUILDING PROCESS

Conceptual Design

In the conceptual design phase, the main objective is to explore,

develop and analyze alternative high-level design solutions,

often based on a request for tender, and possibly in close

collaboration with a prospective customer.The objective of the conceptualdesign phase is to explore, developand analyze alternative high-leveldesign solutions

The outcome of this phase is typically a design solution defined

by its main characteristics, a general arrangement, and a

specification document that might serve as a basis for tender

towards the customer.

Other activities in this phase include cost estimation, including

requests for prices/information, milestone planning (often

termed Master plan), and the negotiation of a Makers List

(suppliers pre-approved for delivery into the project).

In the MarineSolutions, a set of new, innovative and tightly

integrated tools are provided to support these first steps in the

ship model development. This includes tools for:

The main dimensions and formcharacteristics may besystematically investigated usingLCB/LCG diagrams, scaling thehull model directly

• Main parameters/ship technical analysis. Main dimensions,form coefficients and top-level arrangement can be

systematically varied, with instant feedback in terms of key

performance characteristics such as weights and volumes,

hydrostatics, sea-keeping, and resistance and propulsion

estimates. The designer may edit the data manually for a

single solution, or use systematic parameter variation or

optimization algorithms to explore the design space and

search for optimal solutions.

• Hull forms/lines. An initial hull form may be selected fromthe product model archive. Individual hull parts may be

replaced by parametric building blocks from the Part

Library.

• Strength/internal structure. An estimate of the mid-shipglobal bending moment, shear forces and dynamic sea

pressures can be calculated directly for each load condition.

These results will reused later in the cross section strength

analysis in the initial design phase

• Machinery. Different machinery configurations may beexplored within the constraints of class rules, the owner’s

performance criteria, trade and scatter characteristics.• Arrangement/Volumes. Buoyancy and mass distribution

diagrams (LCB/LCG) can be used to place spaces and

weights, leading to instantaneous changes in the preliminary

hull model.

• 3D visualization. To support the tendering process towardsthe customer, the preliminary ship model can be visualized

in a 3D viewer.


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Initial Design

In the initial design phase, the objective is to further develop the

selected design solution from the conceptual design phase. This

comprises finalizing the definition of hull form/lines, general

arrangement, tank plan, mid-ship section design (sectionscantlings), profile & plan (deck and main bulkhead structures)

as well as verification of key performance estimates based on

ship technical analyses. Environmental impact assessment and

safety analyses may be included in the initial design phase.

The objective of the initial designphase is to fu rther, developselected design solutions from the

conceptual phase

The outcome of this phase is typically a build/contract

specification with related documentation.

A characteristic of the activities in this phase is that changes

have far-reaching consequences on both structure and systems.

Thus, the completion of initial design is a major milestone in

the entire design and engineering cycle, and changes to

decisions in this phase are increasingly more costly toimplement as the design develops.

In the MarineSolutions, the tasks in the initial design phase are

supported by a wide selection of tools. Some examples are:

• The hull form and lines are defined using either one ofseveral 3

rd party tools that are seamlessly integrated into the

solution. Alternatively, the hull may be imported using

standard file formats.

• In the surface modeling tool the main internal structure can be efficiently defined using common naval architectural

concepts, such as decks, stringers, bulkheads, etc., with all

topological relations automatically added.• Spaces and compartments can be defined by the user, or

automatically generated by the modeling tool. Weight

estimates and calculation of surface areas and COG can be

performed for the whole model and for selected areas or

blocks. The results can then be used by other tools, for

instance in the procurement of steel and paint.In the Section Scantlings tool, t hehull girder longitudinal strengthcan be verified against classsociety rules.

• The main hull structure may be verified against class societyrules using the RuleCheck package. This includes the

Sections Scantlings tool to verify the hull girder longitudinal

strength, local strength and buckling of plates.

• The key performance characteristics of the ship, such asintact and damage stability, weight, sea-keeping behavior

and resistance and propulsion, can be constantly monitored

as the design progresses to early discover breach of

constraints.

• Based on the ship model developed in the initial design phase, the necessary drawings and documentation for the

contract specification can be automatically generated using

the Ship Drawing Tool.

Basic design

In the basic design phase, the objective is to complete the

definition of hull structure, internal arrangement as well asThe objective of the basic designphase is to complete the definitionof hull st ructure, internal

t ll t


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system configuration and performances. The ship model is

developed to define all structural elements as well as area

arrangements (engine room, control room, accommodation,

HVAC rooms). Major pathways for ducts, channels, trays and

piping are established together with system schematics (Processand Instrumentation Diagrams, P&ID) and cabling diagrams.

Parallel to this, procurement of systems and main components,

as well as packages (like pumps, winches) takes place. The

production will regularly have started in parallel, with plate

cutting and panel assembly. Detail design will ordinarily

overlap with this phase, so that systems or areas of the ship that

have been approved by owner and class are being completed as

basic design continues on other systems or in other areas. The

production plan will typically be completed early in the basic

design phase, though typically subjected to change as the

project develops.

The MarineSolutions offers extensive support in the basic

design phase, enabling a concurrent, multi-discipline process

involving both ship model development and related technical

(analysis) and administrative tasks. Examples of tasks and tools

are:

Defining load conditions to beused in strength assessment

• In the MarineSolutions modeling environment all majorstructural elements are defined. Wizards, combined with a

structural parts library, can be applied to significantly speed

up the modeling of more complex structures, for instance of

corrugated bulkheads and hopper tank connections.

• Several outfitting tools, combined with a feature-richcomponent catalogue, can be used to efficiently insert and

position major equipment in the model, and to route cable

trays, piping and HVAC ducts. Outfitting modeling may be

done in parallel with structural modeling, logically connect-

ing components and parts belonging to different disciplines.

This ensures that change requirements from class, owner or

suppliers can be accommodated for with only minimal

rework.

The user may generate a FEAmodel directly from informationstored in the ship model

• The complete model, with contributions from all thedifferent disciplines, may continuously be monitored for

clashes & collisions, providing notifications to theappropriate user for further handling.

• In the Load Definition tool, different loading conditions may be defined, both based on applicable rules and on actual

environmental loads.

• From the structural model developed in the basic design phase, an idealized engineering model can be semi-

automatically derived, modeling the structure and applied

loads in the mid-ship section adequately for strength

analysis. Information is retained to facilitate back-stepping

to the original model. The idealized model can then be auto-

matically converted into an analysis model by discretization,


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to be used in finite element analyses and fatigue

calculations.

• Several machinery analysis tools can be included in theMarineSolutions environment, providing design and analysis

services shaft alignment, power generation, distribution andconsumption, electrical load balances, crankshaft fatigue

calculations, gear rating and face load distribution, to

mention a few.

• In MarineSolutions, the ability to verify the design againstapplicable class society rules is inherent in many of the

tools. In addition, MarineSolutions offers a tight integration

with the DNV eApproval solution, allowing drawings and

documentations to be semi-automatically generated,

delivered and followed-up as an integrated part of the ship

modeling process.

The needs for volume material can be extracted directly fromthe model and serve as input to the material acquisition process,

such as coating area, steel, piping and bill of materials.

Detailed design

The objective of the detail design phase is to define all parts of

the vessel so that it is prepared for fabrication engineering. The

internal arrangement is completed with all components

positioned, all pipes drawn, and cable trays, ducts and channels

placed. Steel cut-outs are made, foundation drawings arecreated, and several steel structural (e.g. knee-plates, brackets,

clips) or outfitting details (pipe supports, hangers) are defined.

Local structural stiffening is defined (e.g. under foundations)

and welding or robot guidance parameters are defined to

prepare steel cutting and production information.

When the engineering has moved into the detailed design phase,

procurement of most systems will have been completed and

sections will already be erected and outfitted in areas of the

vessel where detail design (and fabrication engineering) is

completed.

In this phase the MarineSolutions is focused on speeding up themodeling process by automating labor-intensive and repetitive

tasks. This is made possible through the use of customizable

rules, combining shipbuilding knowledge and information in

the ship model to intelligently perform the detailing and work

preparation. Examples of tools and features applicable in the

detailing phase include:

• Automation of the structural detailing of profiles, placingend-cuts and determining weld details based on the

geometry of the connection

• Automatic generation of slots for profiles penetrating plate

systems, automatically generating the correct slot type based

User defined rules for automatingthe detailing are used extensivelyto offer a modeling productivityfar beyond existing solutions

The objective of detailed design isto define all parts of the vessel sothat it is prepared for productionengineering


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on information already contained in the model, such as

profile type, compartment type, etc.

• 3D routing of pipes, HVAC and cables, automaticallyselecting connections and components based on rules and

specifications

• The penetration management functionality ensures that bothstructural and outfitting design intentions are captured in the

model.

• Steel outfitting, such as ladders, rails etc. are selected fromthe component catalogue, and logically connected to the

model. Foundations can be automatically selected when the

equipment is placed, based on information on the specific

footprint of equipment.

The slot is generated from AssemblyMethod Rules. When the profile cross-section is changed, the slot ischanged automatically

• Using the strength assessment tools, structural details may

be analyzed, reusing the results from previous ‘global’analysis. This can be used to verify the capacity of critical

“hot spots” based on experience of similar/sister vessels, or

used to evaluate alternative design solutions.

Production engineering and production

The primary objective of the production engineering phase is to

define all information necessary for production. All but some

details will be completed in the detail design phase, and the

activities typically imply either extracting information (in the

form of lists, tables and drawings) and convert the model data(structure and arrangement) into data that can be processed by

automation in the workshops. It also implies processing the

model to prepare for production, like production fairing, hull

unfolding, shrinkage and margins, and plate nesting.

The main objective of theproduction engineering phase isto define all info rmation necessaryfor production.

Typical (final) output are NC information for plate cutting,

panel robot lines, profile cutting lines, pipe cutting and bending,

and the like. It also includes detailed assembly drawings, for

instance section assembly or hull erection. Information for pipe

prefabrication (e.g. pipe spool isometrics) or steel outfitting

(e.g. foundation assembly drawings) will be completed and bills

of material will be generated. Cutting tables or tables for jig-

setup are generated.

In MarineSolutions, several tools are provided to develop the

ship model further from the detailing stage to comprise the

necessary data used by the yard’s production centers. And, as in

all other phases of the process, the manufacturing aspects of the

model are derived directly from the design model, reusing all

existing data, and maintaining all relations. This means that also

at this stage, design changes will instantly materialize into

updated manufacturing data, without having to repeat the

manufacturing engineering process.

Some of the MarineSolutions core tools in production

engineering are:


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• Manufacturing planning: This includes functionality rangingfrom sectioning the complete ship into blocks, to the

grouping of single parts into assemblies. These activities, in

terms of sub-dividing the ship into manageable parts that can

be planned, designed, and manufactured, are undertaken atdifferent levels of detail throughout all phases of the design

and engineering process.

• Unfolding and nesting. These are typically based on yard-specific tools or algorithms. These may be 3

rd party plug-ins,

tightly integrated into the solution. Necessary model data are

automatically extracted from the ship model, and the result

of the nesting process is stored along with the model.

Changes in the corresponding assembly will automatically

trigger a new run of the unfolding and nesting algorithms.

• Configuration data for pin jig workstations can be auto-

matically generated based on information on pin positionsentered by the yard. The same applies to robotic tools for

cutting and welding.

• An array of tools is available for production preparation interms of applying fabrication and assembly margins to the

unfolded plates, and correcting for shrinkage.

• Marking on plates may be automatically generated based onthe physical connections in the ship model. Markings are

added as separate object in the product model – not only as

lines in a 2D drawing program. This means that the marking

will be updated automatically as the model changes, and

may have attributes and labels that can be automaticallyderived from the model using yard customized rules.

The generation of production drawings may be automated

combining the functionality of the Ship Drawings tools with

customizable rules, allowing drawings to be generated on an as-

needed basis.

Commissioning

In this phase the yard need to prepare all information that is to

be handed over with the ship, and to make the final verifications

that the vessel is built in accordance with the contract

specification and class and statutory rules.

The information handed over consists of ship-owners manuals,

where the ship manual is prepared by the shipyard and the

engineering manuals (including operation and maintenance

instructions) are prepared by the system or component

suppliers. Also as-built information is handed over to the

owner.

The combined concepts of a product model architecture

containing the complete ship definition, and an open technology

platform opens up for extensive reuse of data from the

newbuilding phase into operation. Examples of such

applications are:


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• Extracting as-built documentation, such as drawings,inventory lists, systems diagrams, to the owner

• Transferring the complete ship model to the operational phase, to be used and maintained by the owner, the class

society and potentially repair yards. This is likely to becomean increasingly important issue for owners in the years to

come.

• Inventory lists and equipment data can be extracted and usedas input into the definition of the database used for onboard

planned maintenance systems

• Electronic certificates received from the class society can beretrieved and linked directly to the corresponding

system/equipment, to allow for easy transfer to, and follow-

up in, the operational phase.


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APPROACHES TO

INTEROPERABILITY

In this section we highlight a set of issues relating to integration

of software applications and data models, and discuss how

MarineSolutions will address their solution.

Application Integration

MarineSolutions is a comprehensive and customizable suite of

applications, which contains Intergraph Corporations IntelliShip

(IS) and IntelliShip Foundation Software (ISF). Its rich, open

integration mechanisms offer efficient application integration,

not only within the suite itself, but also to other applications

that need to participate in the various engineering processes

throughout the project lifecycle and subsequently need to

exchange data with MarineSolutions.

Integrating two applications means that they are able to

exchange relevant information in an efficient manner.

Traditionally, applications have been integrated by “point-to-

point” integration, which means that for each pair of

applications to be integrated, a specific integration mechanism

is devised. It is clear that this approach does not scale well, and

quickly breaks down, as the number of applications to integrate

grows. Another integration approach is the shared storage

approach, i.e. several applications share the same database.

Unless the different applications are managed in tight

coordination, this integration approach also does not scale well,

because changes to the shared data model must be coordinated

across many different applications.

Thus, MarineSolutions uses a third approach that offers

efficient, but loosely coupled application integration. Thisapplication integration mechanism is based on ISF, an

application integration framework delivered by Intergraph,

which allows any application to exchange data through well-

defined XML interfaces. At the core of ISF is a data warehouse

with powerful publish/subscribe mechanisms.

TEF TEF

IMSF Server

& Engineering

Data W arehouse

- Workf low

- Change Management

- Docu ment Management

Application

database Application

database

3rd Party Application TEF

Application

database

IApp1

IApp..n

IApp2

ISF replaces point-to-point and centralized integration withdistributed, data-warehoused integration – the ideal


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environment for engineering data management, management of

change, global data access, and reuse of data.

This distributed data architecture allows applications to publish,

retrieve, subscribe, unsubscribe, and compare data between the

engineering tool and the data warehouse. An application publishes its information to ISF through an application-specific

component, the ISF Adapter. The ISF Adapter transforms

application-specific information to a published XML schema

that allows other applications to request that information from

ISF and receive it in a readily accessible XML format.

Furthermore, applications are allowed to subscribe to changes

in ISF data. Hence, subscribers are notified whenever data

changes occur in the ISF.

Since ISF is based on Internet standards, such as HTTP and

XML, it allows applications to exchange data over the Internet,

which maximizes interoperability. Each application is in controlof it’s the interfaces to its published data, so no consolidation

with other applications’ interfaces is required. Any application

is able to read any published schema, so there is no need for

point-to-point integration of applications.

Integrated workflow

An important aspect of DNV MS is its ability to support

custom, best-practice engineering processes. This support

comes from the ability of the system to model and monitor the

execution of tasks in an engineering project. Furthermore,

MarineSolutions, including ISF and IS, is capable of invoking

its applications in the proper task context and with relevantdata, and take proper care of the result. This greatly reduces

overhead and increases process efficiency.

Collaborative enhancement of engineering data

ISF provides mechanisms for collaborative enhancement of data

while reducing the need for redundant input of data between

engineering tools.

The applications in the MarineSolutions suite publish data that

are identified as shared to ISF. Applications subscribing to

these data are notified of changes. Change notifications may

trigger updates of application model as well as relevant work processes.

Change Management

By providing a platform that integrates the flow of information

between applications, ISF effectively supports change

management and minimize work duplication by notifying all

interested parties of pending or proposed work.

Customization

Customizing MarineSolutions for a particular customer means


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• Customization of processes and workflows to fit theworkflow management requirements of the customer. The

workflow between collaborating applications is managed

through ISF and configured according to each customer’s

needs.• Custom integration of applications used by the customer. A

loose integration with the framework can be done with

minimal impact to the application itself. An ISF-adapter

must be written for the application to support key

publish/subscribe functionality. A map must be defined

between the applications internal data structures and ISF

Schema.

A lifecycle oriented Product Model

The modeling philosophy in MarineSolutions borrows from

concepts and constructs from product modeling in a life-cycle perspective, as defined and developed in a series of

international standardization projects over the past years.

• The 3D-product model of the ship is built up as a continuous process through the design phases.

• The product model keeps data and information as what itrepresents, and tries to be independent of the view of the

different work process and application contexts. The view

of the applications is kept in the applications own data

structure or local data model for this specific purpose.

• The product model makes it possible to keep 3D information

and visualize 3D models from the very beginning of thedesign process.

• The product model can be mapped and related to standarddata modelling technology, such as ISO 15926 Epistle Core

Model. This will ensure that the data is kept in a way that

they can be reused by different applications using the data in

their own view.

• Information exchange and sharing should as far as possible be based on International standards as ISO 10303 Step and

ISO 15926 “Lifecycle data”.


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EXAMPLE OF BENEFITS TO

SHIPBUILDERS

Approval of mid-ship section scantlings

This example of how MarineSolutions, may be used to deliver

value focuses on approval of section scantlings/mid-ship main

drawings in the initial design phase.

Today this exchange of design input and comments between

ship designers and classification society engineering typically

involves email messages and manual updates of disparate

design and analysis applications. This is a time consuming and

error prone process.

The planned approach to handle this process in MarineSolutions

will improve both he speed and quality of this exchange:

• The designer uses Nauticus 2D Section Scantlings, as part ofMarineSolutions, to produce a drawing of the mid-ship

section, defining the hull, bulkheads and stiffeners.

• The designer reads the mid-ship section-scantling into Nauticus “D modeler where it exists as a defined structural

model and can be analyzed for strength using structural

analysis functionality.

• The designer saves the then saves mid-ship drawing in IGRformat and transfers to SmartSketch.

• SmartSketch publishes the mid-ship drawing IntelliShipFoundation, to the information and document management

system in MarineSolutions, through a ISF adapter.

• DNV Exchange can retrieve the mid-ship drawing as a raster

file from IntelliShip Foundation through another ISFadapter.

• DNV Exchange transfers the mid-ship drawing to Nauticus Newbuilding (part of NPS, the Nauticus Production System).

• The approval engineer can comment and red-line the mid-ship drawing, and publishes the marked-up drawing back to

IntelliShip Foundation.

• The ship designer is notified by IntelliShip Foundation thatcomments are available from the classification society.

• Various tools in MarineSolutions for changing the section

scantling design, or calculate stability & tonnage, loading,strength and performance.

Using the submitted SmartSketch drawings as basis for Newbuilding

approval

Nauticus “ D Section Scantlings

Nauticus 2D modeller

SmartSketch


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The solution outlined above is planned for completion and

release in the first part of 2004. An even more streamlined and

integrated approach, using direct exchange between the 3D

model in IntelliShip and NPS will be developed for subsequent

inclusion in MarineSolutions.

As the requi rements of theshipbuilding industry grow andchange, the suite of productscomprising the Marine Solutionwill grow and change toaccommodate them.

.


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SUMMARY AND CONTACTS In this paper we have given an overview of the ship design and

manufacturing process, and indicated how MarineSolutions will

support its various phases. We have listed issues concerning

application and data integration and outlined our approach to

dealing with them. Finally, we have briefly described howMarineSolutions may be applied to shorten the time and

increase the quality of mid-ship drawing approval.

Contacts:

Bård Rasmussen ( [email protected])

http://c/Documents%20and%20Settings/tom/Local%20Settings/Temporary%20Internet%20Files/OLK25E/[email protected]://c/Documents%20and%20Settings/tom/Local%20Settings/Temporary%20Internet%20Files/OLK25E/[email protected]


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e-mail: [email protected] > web: www.dnvsoftware.com