Our Technical Library contains thousands of papers of interest to Shipbuilders. Below is a sample of papers that are available for access to members by using a free download or to non-members for purchase.
Author(s): Storch R L; Sukapanpotharam S; Hills B; Bruce G; Bell M Published: 1/31/2000
The overall objective of design for production can be defined as follows: “Design to reduce production costs to a minimum, compatible with the requirements of the vessel to fulfil its operational functions with acceptable safety, reliability and efficiency.” The extension of the design process to include the design for production activity has the following primary objectives: - To produce a design which represents an acceptable compromise between the demands of performance and production and, where appropriate, take into account the needs of overhaul, repair and maintenance. – To ensure that all design features are compatible with known characteristics of the ship yard facilities. – To apply the individual design for production principles and procedures insofar as they are relevant to the particular vessel and to the particular shipyard where the vessel is to be built – To coordinate the interrelationship between the machinery, electrical and outfitting work with the structural work, in order to create a fully integrated design model.
Author(s): Gebhardt LP; Jarvis RG Published: 7/31/2003
Southeastern New England Shipbuilding Corporation (SENESCO) started operations in 1999 at Quonset Point in Rhode Island just as the U.S shipbuilding industry was recovering from a low point in global commercial market share (Gebhardt & Jarvis 2001). As a result of defense downsizing after the Cold War, the warship market sector had declined some 60% During its formative stage, the SENESCO management team had the opportunity to study U.S. and global shipbuilding experience and formulate a company design based on a vision of growth…
Author(s): DOERRY Published: 12/31/2011
The future is uncertain. The U.S. Navy is tasked with fulfilling its missions in an environment of evolving threats and a corresponding rapidly evolving mission system technology base. Affordability of our fleet is also of paramount concern. An alternative to the traditional approach of optimizing a point ship design to meet a specific set of fixed requirements is needed to maintain a sufficiently sized and relevant naval fleet that can be built and supported within the available budget. Historically, naval ship designs have included robustness features in the form of multi-mission capabilities and service life allowances to enable a limited capability to adapt to changing requirements over their service life. For most classes of ships, these robustness features have been adequate as indicated by these ships reaching or exceeding their design service life. Surface combatants on the other hand, have on average not been able to retain sufficient military relevance and on average have been decommissioned well before the end of their design service life.
Author(s): PAULSON Published: 12/31/2010
WELDING OPERATIONS AT THE Department of Defense (DOD) maintenance facilities generate fume containing metallic hazardous air pollutants (HAPs), such as cobalt, chromium (trivalent and hexavalent Cr(VI)), manganese (Mn), nickel (Ni), lead (Pb), copper (Cu), and others. The intense energy of the welding process results in the formation of fumes containing a high number concentration of submicron particles as well as a number of gaseous species including ozone (Jenkins et al. 2005, Hewett 1995). A variety of parameters, including filler metals composition, shielding gas composition, and metal transfer mode, all influence the fume characteristics (Zimmer et al. 2002). Mild steel welding fumes generally consist of iron and manganese oxides (Minni et al. 1984, Jenkins and Eagar 2005). Stainless steel welding fumes also contain manganese and iron; additionally, they contain chromium and nickel oxides (Castner & Null 1998, Heung et al. 2007). Chromium found in the fumes is often in the hazardous hexavalent state (Heung et al. 2007).
Author(s): CHRISTENSEN Published: 12/31/2010
BALLAST WATER is used to stabilize partially loaded or empty ships on the open sea. When needed, ocean or port water is pumped into special ballast water tanks to increase the mass of a ship. Because ocean water is typically contaminated with algae, plankton, and other organisms, and because of the aggressive nature of salt water, BWTs are often subject to serious fouling and corrosion. The ballast tanks represent more than 40% of the entire coated area on a vessel. They therefore need frequent inspection, cleaning, and repair. Until now, the maintenance of BWTs could not be performed under operating conditions. Consequently, ship owners have been forced to send their ships to dock inspection every 2.5 or 5 years, causing high costs in labor and ship down- time. On cruise vessels, BWTs are typically built in those spaces of a ship that cannot be used for other purposes. As a consequence, they are narrow, irregularly shaped, and badly ventilated. They are designed to be accessible to human workers, but are surely a dirty, unhealthy, and unpleasant workplace.
Author(s): Craggs J; Bloor D; Tanner B; Bullen H Published: 4/30/2004
IN JUNE 2001, the Defense Procurement Agency (DPA) Pricing and Forecasting Group commissioned First Marine International (FMI) to establish whether the assessment and projection of naval shipyard performance and ship cost would be enhanced through methods that use compensated gross tonnage (CGT) as a basis for work content measurement. After a short feasibility study, the DPA commissioned FMI to work closely with a major UK warship builder to validate the compensation coefficient for the United Kingdom’s Type 23 frig ate and to make an initial assessment of shipyard productivity and cost competitiveness. A general overview of this work was presented at the 2002 Ship Production Symposium in Boston, Massachusetts, and then later published in February 2003 by SNAME in the Journal of Ship Production (Craggs et al 2003).
This paper presents a summary of the results of the latest study on naval compensation coefficients, which was commissioned by the DPA in August 2002.
Author(s): Koenig P C Published: 4/30/1999
The concept of cross-industry learning has generated controversy in the shipbuilding community. On the one hand, the general value of studying other industries is well documented in the benchmarking literature. See Watson (1993) for an example and further references. On the other hand, there are significant differences between shipbuilding and other business sectors, and there are distinct pitfalls involved in attempting to transfer knowledge gained in one particular industrial situation to a significantly different economic and technical environment.