Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan –Dec 2014
other product in order for it to become a market leader. In this section I will cover the three most relevant Life cycle curves applicable to vessel build, these being.
Vessel cost reduction by design Cost and cash flow product life cycle The overall market product life cycle.
In its simplest form these deal with how to make it cheaper and faster, how to make it profitable and how to make it competitive in today’s market and the future. For a Design manufacturing engineer these are the holy trinity of product development and been advanced by the latest Digital technology. But if the product or vessel in question has not been positioned in the market, and no consideration of its position in the market cycle have been made then the product is going to fail against its competition [2 & 3]. As such the first section of this paper deals with, what should be made and when it should be made.
2.1 VESSEL COST REDUCTION BY DESIGN. Due to the small numbers of the, same
design being undertaken by the vessel,
traditionally made there has been little or no effort made in design for manufacture. With the practice of detailed
Naval
Architects for the hull and super structure and after hot works, teams of fitters completing the vessel on very loose drawings and specifications, at which point costs spiral out of control.
of vessel designs on the market start to consolidate to a fewer number of designs the companies that are not competing on product quality and driving costs down are going to go bust, as seen with virtually every British industry to date as will be explained in the next section. With developments in technology the mistakes can be made on the drawing board at minimal cost rather than on the shop floor where asset and labour are consuming cost and budget.[5]
A multi-industry study of companies that had implemented DFM practices proved to have an average reduction in production costs of over 30%. This figure is not uncommon. For example; general motors on one car used DFM/A on one of its models on one subassembly which was a steering column. The product was higher performance and had 30% fewer parts. In real terms this part reduction translated into a 300% increase in assembly worker
productivity, a 700%
increase in quality. On the Ford Taurus, Ford reduced assembly costs by 30% saving $1 Billion on the vehicle. The author implemented a program for Apple Computers and achieved a 350% increase in productivity. These are volume producers but there are a never ending number of example similar to vessel design and manufacturing [6].
2.2 DESIGN FOR MANUFACTURE TOOLS.
The small vessel manufacture process is traditional in the sense that it is a dis jointed process and not a holistic one.
Traditionally the Naval architect would design the hull with a team building the hull and a team of fitters, electricians etc., released to complete with little or no planning on how this is to be achieved. This in turn creates an environment where a run of similar vessels can be completely different. This leads to excess cost, delays and poor quality. This particular sector is 30 years out of date compared to other industries and due to the lack of involvement from manufacturing engineers at the design process.
Figure 2.1 cost influence at design
The general rule is that 80% of the product cost is fixed at design stage (See figure 2.1) and as such these costs cannot be influenced at build stage. The situation is made worse in the WFSV market since design generations and variations are moving so quickly that there are no DFM activities being undertaken. (There are a few yards that are the exception). Due to vessels being reinvented from one to the next it does not allow production learning and most vessel builds suffer from technical creep incurring unforeseen costs.[4] All of these factors are causing yards to go into liquidation or put prices up to cover inefficiency. The latter is a dangerous strategy since; once the bewildering number
C-122
The number of manufacturing techniques are extensive and this paper cannot, in the space, detail every one. However; the list below is a précis of the most common ones that are applicable to the production of low volume vessels [6, 3 & 2].
•Design for Manufacture •Concurrent engineering •Design for manufacturability •Design for lean •Design for quality
•Design for overhead cost reduction •Inventory •Critical mass procurement •Rationalized products and sub systems
•Design standardization ©2014: The Royal Institution of Naval Architects
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148 |
Page 149 |
Page 150 |
Page 151 |
Page 152 |
Page 153 |
Page 154 |
Page 155 |
Page 156 |
Page 157 |
Page 158 |
Page 159 |
Page 160 |
Page 161 |
Page 162 |
Page 163 |
Page 164 |
Page 165 |
Page 166 |
Page 167 |
Page 168 |
Page 169 |
Page 170 |
Page 171 |
Page 172 |
Page 173 |
Page 174 |
Page 175 |
Page 176 |
Page 177 |
Page 178 |
Page 179 |
Page 180 |
Page 181 |
Page 182 |
Page 183 |
Page 184 |
Page 185 |
Page 186 |
Page 187 |
Page 188