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customizedproduct definitions can be derived. In our context, the products tobederived from the

platformareshipspecifications,oftenwithaserieslengthofonlyone.

Modularization is related toproductplatforms in termsofbeing thebuildingblocks fromwhich the

productplatform

is

built.

By

adding,

removing,

replacing

or

scaling

modules,

the

product

platform

can

be

targetedtowardsspecificmarketsorcustomerrequirements.Coreresearchchallengesincludeefficient

strategies andmethods fordetermining the subdivision intomodulesand thenumberofvariantsof

each, the recombination of these modules into product families of products, and how these are

leveraged to target specificmarket segmentsandniches.Theprimary tradeoff in theplatformdesign

process is between commonality and distinctiveness (Simpson 2003), or between costcutting and

increasingmarketshares(EricssonandErixon1999).

ProductArchitecture

Theproduct

architecture

describes

the

structure

of

asystem,

in

defining

the

main

function

and

entities

ofthesystemandhowthesearerelatedtoeachother.Thus,theproductarchitecturecanbethoughtof

asthemoreabstractskeletoninwhichtheconcretemodulescanbeplacedaccordingtogivenrules.

Actual representations of product architectures sometimes focus on the functional structure of the

product, and sometimes on the physical breakdown and quite often combining these two. To the

extentwecanconsidertheSFIsystemasagenericproductarchitectureforaship(forwhichthereare

manyargumentsagainst),wecanseethatitcontainsamixbetweenshipfunctions(e.g. cargohandling)

andshipcomponents(e.g.601MainEngine).

Themain

objective

when

constructing

these

system

breakdown

structures

(SBSs),

which

often

are

function orsystemorientedhierarchies, isthattheyshouldbewideenoughto includeallfunctionsor

systemsthatarerelevant inthespecificproductfamily.For instance, itwouldbeexpectedthatanSBS

fornavalshipswouldhighlyfocus functionsrelatedtoweaponssystems,whichwillnotbethecase in

commercialships.Typically,companiesuseoneormoreSBSthatarecustomizedtoadequatelydescribe

theproductstheyproduceortheirwayofdesigning,engineering,procuringorproducing.

In practical applications, a group system like SFI is often the natural backbone for the product

architectureinthespecificationandearlydesignphases.Itdefinestheboundariesforthetotalscopeof

thederivedplatforms, identifyinga setofbuildingblocksaswellas the relations (typicallykindofor

partof)

between

these

building

blocks

in

ahierarchical

structure.


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Figure1:TheSFIbreakdownstructure

SFI isahierarchicalbreakdown structure.Thedrawbackwithahierarchal structure is thatone single

dimensionsneed to (or should)be selected for subdividing the system in thiscasebeingapartof

functionbreakdown.Alternatively,aheterarchicalmodelcanbeused,making itpossible tocapturea

morecomplex,multidimensionalsystemstructure.

Theproductarchitectureistypicallybasedonafunctionalmodeloftheproduct.OneexampleistheVDI

model.Thismodelisthefoundationforasystematicmethodfordesignthathasbeendevelopedbythe

Germandesigncommunity.ThemethodwasoriginallydevelopedbyPahlandBeitz(Pahl1984),andhas

laterbeenadoptedaspartoftheGermannationalstandardforthedesignoftechnicalproducts.

Figure2:IntheVDImodel,thebasicfunctioninalltechnicalsystemsinvolvestheconversionofenergy,

material,and/orsignals(Pahl1984)

TheVDImodeloffersaproblemorienteddesignstrategy,where theemphasis isplacedonadetailed

problemanalysisandastructuredprocedureto identifyasolution.Thefirststepistoidentifythemain


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functionofthedesignobjectfromtheproblemdescription.Themainfunctionisthenbrokendowninto

ahierarchyof subfunction.All functions are seen as a conversionofenergy,material, and/or signal

(information),asillustratedinFigure2.Thetransformationfromahierarchyoffunctiontoahierarchyof

solution elements is by means of design catalogues, relating elementary functions with alternative

physical effect solutions. These solutions are then synthesised into a complete design, and further

improvedintheembodimentdesignphase.

Thus,thedefinitionofaproductarchitecturebasedonafunctionalmodeloftheproductisanimportant

firststep inamodularizationstrategy.Therehasbeensomework related to this inNorwaysometen

years ago, related to the MARINTEK lead project Procurement in the Sales Phase (Innkjp I

salgsfasen). Inthisproject,severaldiagramsweredeveloped forthemainsystemsofthevessel.One

exampleofthiscanbeseeninFigure3

743

Exh. syst. for

prop. mach.

703.001

Fuel oil system

main engine

601063

ME couplings

634.025

Intermed. shaft

667.001

Shaft

generator

713.001

Lub. oil system

main engine.

223.001

Main engine

foundation

601.001

Main engine

637.001

Main reduction

gear

634.025

Propeller shaft

793.001

Autom. equip

for main eng

722

Fresh w. cool.

syst

731

Starting air

h.p. system

721

Sea w. cool

syst.

1 2

6 8 9

7 11 12 13

15

161718

3

793

Autom. equip

for prop mach10

871.001

Main

switchboard

UMAS

Alarm & monit.

4

5

14

Included in main delivery

19

P

Figure

3:

System

diagram

for

the

main

propulsion

system,

from

(Marintek

1998)

Though these systems diagramwas primarily developed to serve as a basis for the specification of

procurementpackages, theymaybeusedas thearchitecturalbackbone fordefiningmodularproduct

platformsforships.Thisprocesswouldinvolvethegroupingofasetoffunctionalentitiesasamodular

chunk, and the definition of the interface towards othermodules based on the various relations

between functional units depicted as different types of arrows in the diagram. A more detailed

descriptionofthisprojectisgivenlaterinthisreport.


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ConfigurationBasedSystems

Wemaydefinea shipdesignconfiguration systemas:A (software) system thatenablesa structured

definitionofavaliddesignsolutionfromagivensetofcustomerrequirements,byapplyingpredefined

rulesandtemplatestoselect,scaleandsynthesizeacollectionofmodules(Brathaugetal.2008).

Configuration may be described as a particular class of routine design, in which the major design

elementsmodules are known, and that these can be combined into a solution thatmeets the

customerrequirementswithoutinvolvingthedevelopmentofnewsolutionelements.Configurationisin

manyaspectstheoppositeofthemorecommoncopyandeditapproachtakeninprojectswithshort

leadtimesandonlyalimitedsetofchangesfromexistingprojects.

Figure4:Configurationofamodulebasedplatformasaspecificclassofshortleadtime,routinedesign

process

Inshipdesign, theapplicationofconfigurationbaseddesignhasbeenrelatively limited,particularly in

segments other than lowcomplexity, standardized vessels. Possible causes may be the complexity

related to highly customized requirements and the extensive interrelationships between different

systems. Further, nontechnical factors may be important, such as the shipbuilding culture for

handicraft,and less tradition for longterm thinking.This leads toa focuson the individualprojects

ratherthanprocessimprovements.And,comparedtomanyotherindustriesfacingasimilarcomplexity

level(say,automotiveandaviation),thetypicallengthofaseriesinparticularlyEuropeanshipbuildingis

short.This

implies

fewer

projects

to

share

the

costs

of

developing

aconfigurable

product

platform.

Aproductconfigurationsystemwillcomprisethreemainelements:

1. Adesign (object) representation. Theprimary representationwillbe a collectionofmodules,

combinedwith parameter sets bothon a vessel andon amodule level. Theparameterswill

further be divided into those representing customer and functional requirements, and those

representingadescriptionof thedesign solution.Thesecondary representationcontainsa3D

model,a textual specificationandperformancedocumentation,allwhichcanbederived from

theprimaryrepresentation.


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Further,theinitialfocuswillbeaconfiguratorforanondistributeddesignteamfortheinternaluseby

thesalesordesigndepartment (though the futurepossibilityofexternalusehasbeenvoiced, for the

tender invitationdevelopmentby customers,enablingabetterunderstandingofdesignopportunities

andconsequencesofrequirements requirementselucidation).

Thecomplexitylevelofaconfiguratorcanbeclassifiedasprimitive,interactiveorautomatic.Aprimitive

configurator will mainly provide a predefined structure in which the designer fills out the blanks,

resemblingapuretemplatebasedapproach. It isusefulforprovidingastructuredandqualityassured

process, butwill be too limited in achieving the required levelof decision support. In an interactive

configurator thehuman stillhasa significant role,butwithadded capacityofchecking thevalidityof

decisions, and guiding the configuration process. Automatic configurators further extend this into

actuallydrivingtheconfigurationprocessforward intermsofaddingpartsanddeterminingparameter

values.Whilethismaybeapplicableforcertainsubprocesses,itis likelythatthegeneralapproachstill

needtobethatthehumandesignerwillhaveacentralanddecisiverolealso inaconfigurationbased

designprocess.

Integration level is an important issue in determining the most efficient path towards a full scale

implementation.While it is required that a configurator will need to be tightly integrated towards

existingPDM,CADandTDMapplications,previousimplementationprojectshaveshowedthathavingto

take into account the full complexity level of such solutions will impede the development of the

underlying processes, structures (modules) and knowledge base required for a longterm, robust

solution. Thus, we believe a standalone frontend is currently a better approach, alternatively an

applicationwhere the end result is a collection of production type rules that can be imported into

existingengineeringsystemstoproducethetenderingdocumentationatanappropriatelevelofdetail.

To summarize,modularization and product configuration go handinhand, in terms of configuration

defining a process inwhich themodules defined in the product platform development process are

recombinedspecificproductvariantscustomizedtowardstheendcustomer.

LeanManufacturingPrinciples

TheunderlyingprincipleinLeanManufacturingistoshortentheproductionflowbyeliminatingwaste

(LikerandLamb2000).Thisparadigmgrewoutofthemassproductionphilosophy, thatbyeconomiesof

scalehadleadtosubstantialproductivityincreases,themostprominentbeingthecarindustrywithFord

asafrontrunner.

The

traditional

mass

production

concept

thrived

in

asituation

where

the

industry

was

able to sell whatever they produced, despite involving batch production that tended to pile up as

inventories intheproductionchain.However,theproblemswiththisapproachbecamemoreapparent

asmoremodelsandvariantswerebeingproducedtoservetheindividualneedsofdifferentcustomers.

Asaresponsetothis,ToyotastartedtodeveloptheLeanManufacturingprinciples inthe1950s,with

thegoalof simultaneouslyachievinghighquality, lowcost, short lead timeandflexibility (Likerand

Lamb2000).ThisapproachwasfurthermigratedtotheToyotasuppliers,andthentotheUSinthelate

70s. Inparalleltothis, Japaneseshipbuildersadopted leanprinciples,that togetherwithothersimilar


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initiativessuchasTQM,JITand5S1,helpedthemhaveanimpressiveproductivityincrease inthewhole

periodfrom1960to1995.

TheconnectionbetweenLeanManufacturingandModularizationisnotobvious,butislikelytocomprise

someof

the

following

elements:

Therelationbetweenshort leadtime/JITvaluechains,andtheprocurementstrategiesenabled

byapropermodularizedapproach

Modularizationstrategysizestosynchproduction?

ModularizationopensupforoutsourcinghavingimpactonJITandproductquality

Modularity related to product management, while lean thinking is a process management

principle

1 TQM Total Quality Management, JIT Just In Time


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Earlyprocurement

(Innkjpisalgsfasen)

Marintek

Ulstein

Containextensivematerialrelatedtothe

functionalmodelingofcoreshipsystems.

Inthisprojectthisismainlyusedtoform

thebackboneoftheprocurementplan

andthecontentofthespecification

packages.Thisislikelytousefulasanaid

todefinethemodulararchitectureas

partofanmodularizationstrategy

MODNET(2004) Ulstein

Brunvoll

Kongsberg

DNV

m.fl.

Developandtestnewmethodsfor

busienssdevelopment,design,

production,operationandsalesof

modulbased

ship

solutions

from

aglobal

collaboratingindustrialresourcenetwork

the

Utviklerogtesterutnyemetoderfor

forretningsutvikling,prosjektering,

produksjon,driftogsalgavmodulbaserte

skipslsningerfraglobaltsamvirkende

industrielleressursnettverkMODNET

konseptet

Equipment,modularizationandarrangement(1992)

TheprojectEquipment,modularizationandarrangement(Utstyr,modulariseringogarrangement)was

apreprojectwithparticipationfromMARINTEK,togetherwithAndersUtkilensRederi,AukraIndustrier,

BarberShipManagement,WilhelmWilhelmsenLines,KvrnerWarnowWerft,DetNorskeVeritas,and

UNIStorebrand.Thepurposeofthispreprojectwasto identifythosefactorsbeingmostimportantfor

selecting and designingmodulebased arrangement solutions. Life cycle cost factors for a chemical

tankerandaROROvesselwasusedasabasis.

Theconclusionsfromthisprojectcanbesummarizedasfollows:

There is no free lunch the benefits of modulebased solutions will need to offset cost

increasesinotherareas

The lifecyclecostdistributionamongvarioustypesofvesselswasfairlysimilar, indicatingthat

thepotentialsavingsaswellcanbefoundinthesameareas


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Fromashipownersperspective,therearesubstantialpotentialbenefitsifthecorrectdecisions

aremadealreadyatthedesignstage

Themost importantcostdriver ina lifecycleperspectiveare themachinery systems,and the

systemsfor

cargo

handling

The recommended focus for a larger main project should be on developing an LCCbased

modularizationframeworkforthemachineryandcargohandlingsystem,andtodeveloprobust

andefficientinterfacesforfoundations,pipingandcabling.

Aswecanseeinthefigurebelow,theincentivesaredifferentforthevariousstakeholderswithrespect

tomodularization.Whiletheshipowner isinclinedtofocusonsolutionsthatareefficientinoperation,

theyardwillgivepreferencetothosesolutionsthatwillleadtodecreasedtimeorcostinproduction.As

aconsequence,thesolutionsspecifiedfromtheshipownerintheoutlinespecification,beingconsidered

preferablefrom

apure

operations

point

of

view,

may

show

up

to

have

ahigher

life

cycle

cost

than

alternative solutions due to a high realization cost for the yard. Thus, care should be given in the

specification process in order to strike a good balance between themultiple stakeholders interest.

Alternatively, the yard and shipowner, aswell asmain systems suppliers, shouldjointlydevelop the

overalldesignandgeneralarrangement.

Figure17:Differentstakeholdershavedifferentincentivesformodularization (Hagen1998)

Theprojectreportalsosummarizessomeofthemechanismsthatmayimpedeorhindermodularization

inshipbuilding.Thisincludes:


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Technicalfactors, such as reduced freedom toexactly specifyexactperformances (but rather

select from a limited set of predefined or configurable variants), and reduced freedom to

optimizearrangementsuchasplacementandminimizationofpipinglength.

Technoeconomical

factors,

such

as

increased

weight

because

of

standardized

foundations,

increasedareaandvolumerequirements.

Pricecompetitionvs.collaboration,i.e.thedegreeofinteractionrequiredtodefineanddevelop

goodmodularized solutionsmaybe in conflictwitha competitive tendering/souringpolicy to

keeppricesdown

Procurement, capital binding, larger system modules may require a larger share of the

equipmenttobeinstalledatanearlystageintheproductionprocess(say,completecabinswith

furniture).Thismayincreasethefinancecostofthevessel. However,thisislikelytobethesame

asforanalternativeearlyoutfittingstrategy.

Production,in

terms

of

requiring

an

increased

capability

in

handling

larger

modules,

and

for

maintainingopeningsandpassagewaysforaccessandtransport.

Rationalconstruction(1993)

Thepurposeof theprojectwas todevelopmethodsand tools for increasing the flexibilityofproduct

configuration. This resulted in aQFDbasedmethod for improving the product structure and design

basedonthegroupingofrequirementsandthecorrespondingmappingtocomponentsandmodules.

Themethodwasbasedonsubdivisionoftheproductintofunctionalelements, forwhichtheinterfaces

weredefined

for

power,

mass

and

signal

transfers

and

interactions.

This

is

illustrated

in

Figure

17.

Transferring these elements and interactions into a diagram (Figure 18), a mapping to physical

componentcanbemade.Basedontheinteractionsidentfiedhere,anappropriatemodulararchitecture

canbefound,asillustratedinFigure19.


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Figure18:Blockdiagramforathrusterunit(BuhaugandLangset1999)


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Figure19:Connectingfunctionalandphysicalelementsforathrustersystem(BuhaugandLangset1999)

Figure20:Identifyingpossiblemodulararchitecturesbyusingthediagramtoidentifyopportunitiesfor

splitting,grouping,redesignandusingadapters(BuhaugandLangset1999)

EarlyOutfitting

Thefocusofthisprojectwasprimarilyonthesplittingofthevessel intozonesthattoacertainextent

can be outfitted independently of other zones. The topics covered were mainly Zone oriented


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production,OutfittingMatrix,Modulebuildingworkpackages,aimedat reduced lead times through

standardizationandleanproduction.

Designforproductioncoreprinciples

1. Standardisation

2. Interfaceminimization

3. Aggregation

4. Integration

5. Modularization

6. Flexibility

7. CADsystemssupportingearlyoutfittingandmodularization(topologicalblackboxmodeling)

SalesPhaseProcurement(1999)

Theaimofthisprojectwastodeveloparationalmethodologysupportingtheprocurementprocessin

shipyards.ThiswasacollaborationprojectbetweenUlsteinYardandMARINTEK. Acoretopicwasthe

procurementofprojectcriticalequipment,whereacoherentframeworkforperformancebased

specificationswasdeveloped.

Thesespecificationswerebasedonafunctionalmodelingofcoreshipsystems.Theseareusedasa

backbonefortheprocurementplan,andforidentifyingthescope,contentandinterfacesofthe

individualspecificationpackages.Thus,thisprojectmayprovidevaluableinputtotheprocessofdefining

therequiredmodulararchitecturetoserveaglobalsourcingstrategy.

402.016

LUBR: EQUIP.

403.012

STO. TANK

875.010

POWER

SUPP. 24V

403.012

EXP. TANK

402.007

AXEL

BEARING

402.001

RUDDER

AXEL

403.007

STEERING

GEAR

403.060

STARTER

403.055

CONTROL

SYSTEM

401.001

RUDDER

263

FOUNDATION

875.010

POWER SUP.

Relay box


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Figure26: ThenumberofconfigurationelementsbeforeandafterPDMprojectatRollsRoyceDeck

Machinery.Source:(Andreassen2005)

Similartothetenderspecificationplatformdescribedearlier,primarilycoveringtheneedsofyardsand

shipconsultants,modularizationmaybeusedforefficientlygeneratingcustomspecificproductmanuals

forshipequipmentsuppliers.OneexampleofthisisillustratedinFigure26.


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Figure27:

A

modularized

ship

equipment

catalogue

for

deriving

customized

manual

from

acommon

platformofmanualelements(DNVP,2003)

ModularizationinShipDesignProcesses

Inshipdesignandengineering,theapplicationofproductplatformtechnologieshasbeenmorelimited,

particularlyinsegmentsotherthanstandardizedtonnage.Someoftheimportantfactorsexplainingthis

situationmay be the complexity resulting from highly customized requirements and extensive inter

relationships between different systems. Further, shipbuilding has a culture for handicraft and less

tradition for longterm thinking,withan inherent focuson the individualprojects rather thanprocess

improvements. And, compared to many other industries facing a similar complexity level (say,

automotiveandaviation),thetypicallengthofaseriesinparticularlyEuropeanshipbuildingisshort.This

impliesfewerprojectstosharethecostsofdevelopingaconfigurableproductplatform.

Oneofthe forerunners inNorway inthis technologyareahasbeenUlsteinDesign.UlsteinDesignhas

developedaproductplatformforoffshoresupplyandservicevessels,andusesthisplatformtoconfigure

individualvesselsbasedoncustomerrequirements.Theirvision isthatthedesignreflected inthevery


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earlyspecificationphaseshallbeasconsistentaspossiblewiththedownstreamdetailengineering,and

intheendproduction,withaslittle(re)workaspossible.

Figure

28:

Selected

products

in

the

Ulstein

Design

portfolio.

Source:

Ulstein

Design

Andrews(Andrews2003;AndrewsandPawling2007;2009)haveduringthelasttwentyyearspublished

numerouspapersonearlyshipdesignmethodology,advocatingtheimportanceofestablishingamodel

thatcanbeconfigured indifferentways tosupporttheexplorationofalternativesolutions,aswellas

providingabasisforunderstandingtheimpactoftheinitialrequirements.

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Marintek shipbuilding reference