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One Platform Platform One for Cruise Ships Ships Cruise for

The Meyer Werft Group, which specializes in the construction of cruise ships, has adopted the platform platform the adopted has ships, cruise of construction the in specializes which Group, Werft Meyer The concept in order to develop and produce a range of ship designs based on a common technical platform. platform. technical common a on based designs ship of range a produce and develop to order in concept The native CAD conversion performed by PROSTEP was a key factor involved in the reuse of design data data design of reuse the in involved factor key a was PROSTEP by performed conversion CAD native The from Meyer Werft in Papenburg, Germany, at the Meyer Turku shipyard in Finland. Finland. in shipyard Turku Meyer the at Germany, Papenburg, in Werft Meyer from

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One Platformfor Cruise Ships

MEYER WERFT GROUP The Meyer Werft Group, which specializes in the construction of cruise ships, has adopted the platform concept in order to develop and produce a range of ship designs based on a common technical platform. The native CAD conversion performed by PROSTEP was a key factor involved in the reuse of design data from Meyer Werft in Papenburg, Germany, at the Meyer Turku shipyard in Finland.

Michael Wendenburg

The ‘Costa Smeralda’ is the first cruise ship to be built by the Finnish shipyard Meyer Turku based on the platform developed jointly with Meyer Werft in Papenburg.

n the automotive manufacturing indust- also includes identical systems for propul- ceived by its customers. The shipbuilding ry, platforms have been used for decades sion, power generation, water treatment, company’s idea was to use the common Ito build outwardly different vehicle mo- and so on in its ship outfitting. platform as a basis for distributing the wor- dels with the aid of a common technical Carsten Lind, Head of the Structural kload between the shipyards in Papenburg base, and therefore reduce development Engineering Group in Papenburg, reports and Turku more easily, and thereby avoid costs. Platform elements usually include that this is the first time the Meyer Werft capacity bottlenecks. non-visible components such as the base Group has used a common platform for Meyer Werft dealt with the technical plate, side rails, parts of the running gear, various cruise ships. The project was initi- feasibility of the platform concept, in close brake system, tank, or exhaust system, and ated when a customer placed a major order contact with the shipping company, and also allow the same engines and gears to for several ships for their different cruise Meyer Turku looked into how their ships be built into different models. In the case lines. The platform concept promised to could be developed and built on the basis of cruise ships, platform elements are, in provide significant benefits to both sides. of the common platform. The Finns also the first instance, a common hull structure The shipping company wanted to standar- contributed to the project in another way, of the same length and size for the part of dize the functional areas of its various ships by sharing their knowledge gained from the ship that is below the water level, with in order to be able to perform maintenance their pioneering use of environmentally differently shaped bows and sterns for the work more easily, and exchange technical friendly LNG (Liquid Natural Gas) tech- purpose of preserving brand-specific sil- personnel between its different ships, wit- nology for the propulsion of passenger houettes. The Meyer Werft Group concept hout losing the different brand styles per- ships.

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Challenges for the engineers in basic and detail design of hull structures, as V4 to the AVEVA model. This enables an Turku well as the database-driven CADMATIC incremental refinement process in which Both shipyards use different processes, software for outfitting smaller structural parts or openings for gas, methods and, tools for development and diesel, electricity, and process and waste manufacturing. According to Henrik Man- Cheaper and more reliable water supply lines can be added. The larger tere, Team Leader of Hull Design at Meyer Pekka Puranen, who was the CAD Mana- openings are defined early at the basic de- Turku, this presented a major obstacle du- ger at Meyer Turku at the time, explains sign stage (referred to as structural enginee- ring the implementation of the platform how the company evaluated various op- ring at Meyer Werft) as they are important concept. Though some of these differences tions, including the option of using a low- for strength calculations. Importing the are rooted in the company’s history, most cost engineering service provider to remo- outfitting openings into the AVEVA hull are based on sound technical reasons. The del the models. Entrusting PROSTEP with model saves a lot of time in detail design, ships are constructed in full length – from the automated conversion of the native and avoids errors that can occur when ope- tank to observation deck – in the large open CAD data proved to be not only the more nings are placed manually. docks in Turku. Papenburg, on the other cost-effective solution, but also promised a As Mäkinen points out, more than 90 hand, has a roofed dock that can accom- much higher level of quality and reliability. percent of the models are currently conver- modate one complete ship plus a third of Following the initial promising tests, Meyer ted, and are used for basic design in Turku the next ship. Therefore, the first step in Turku then engaged the PLM specialists to and for preparing classifications. He estima- Papenburg involves building the floatable develop a dedicated interface for transfer- tes that 40 to 50 percent of the converted segments that are later assembled to form ring data from CATIA to AVEVA Marine. data can be reused exactly as it is. Further- the complete length of the ship. The diffe- The aim was to use the converter initi- more, the Finns use data from Papenburg rent assembly methods not only influence ally to map the block structures from V4 to as references for the development of areas the size and structure of the modules but AVEVA. The users had to manually adapt that are specific to their ships so that they also the order in which they are developed. the size and height of the individual blocks, do not need to be completely redeveloped To be able to reuse the blocks from Pa- however; PROSTEP provided some tools from scratch. Thanks to this reuse, conside- penburg, the blocks have to be adapted to to allow the geometry to be split and fused rable time savings of several months can be the block structure used in Turku, and must more easily, and the blocks to be largely achieved for each module. also be converted into another format. The renamed automatically. Development En- problem is that both parties use different gineer Teemu Mäkinen explains that some Reuse of outfitting CAD systems. Meyer Werft is currently 32 blocks with approximately 400,000 in- Converting the outfitting components migrating to the new V6 CATIA version; dividual parts had to be converted in total. from Catia V4 to CADMATIC was even however, the company still uses its proven more challenging than converting the ship’s CATIA V4 environment for basic and de- Adding detail design data hull. Given the different system philoso- tail design in its current projects. The Fin- In a second step, PROSTEP developed phies of the two CAD systems, it was not nish engineers, on the other hand, use the the functionality that was required to also possible to simply convert the CATIA geo- well-known AVEVA Marine system for the transfer the detail design data from CATIA metry. Instead, the component IDs, their

In contrast to the roofed dock in Papenburg, the cruise ships are constructed in full length – from tank to observation deck – in the open docks in Turku.

Ship&Offshore 3 SHIPBUILDING & EQUIPMENT r C uISE ships and ferries special print

spatial position with start and the quality of the results clearly certain that the benefits will be turity and accuracy. This will end points, and so on, had to be improved after elimination of huge, in all aspects concerning in turn speed up the delivery extracted in order to map them the duplicates that were detec- the platform. Reuse not only of the ships. Furthermore, the to the corresponding compo- ted in the first models. At the saves engineering time, but also conversion project has impro- nent IDs in CADMATIC and same time, the conversion hel- saves money in purchasing, as ved cooperation between the recreate the model. Most of ped to identify the components the two shipyards can jointly two shipyards as the colleagues these components, such as en- that are actually used in the new purchase a higher number of in Papenburg and Turku have gines, gas tanks, and so on, are ships. identical components. been able to develop a mutual only found once, but there are understanding of one another’s also standard components and Faster delivery The conversion of the ship’s different cultures and proces- so-called ‘used IDs’ such as At present, it is difficult to hull also allows the employees ses. flanges, pipes, or bends that ap- quantify the precise time sa- in the Detail Design and Outfit- pear thousands of times at dif- vings, as the conversion in the ting departments to begin their The author: ferent places in the ship. In the outfitting area has not yet fi- work earlier in the process plus Michael Wendenburg, first of four conversion runs, nished. However, Puranen is start from a higher level of ma- freelance journalist which only involved the ma- chine room, some 4,000 stan- dard and 10,000 used IDs with more than 800,000 instances were converted/regenerated in CADMATIC. This represents slightly more than one third of the ship’s entire outfitting. The conversion of the out- fitting data was made more difficult at first by the fact that the material harmonization in Papenburg and Turku had not been concluded before the first The main conversion started. Because of challenge during the CAD conver- this, it was not always possible sion was to map to instantly determine whether the different a component was missing due block structures to a conversion problem or from CATIA V4 because of the incomplete ma- and AVEVA Marine to one terial harmonization. However, another.

H OETA O IIAIAINI H HPULIGINDUSTRY SHIPBUILDING THE IN DIGITALIZATION FOR POTENTIAL THE THE POTENTIAL FOR DIGITALIZATION IN THE SHIPBUILDING INDUSTRY

H OETA O IIAIAINI H HPULIGINDUSTRY SHIPBUILDING THE IN DIGITALIZATION FOR POTENTIAL THE THE POTENTIAL FOR DIGITALIZATION IN THE SHIPBUILDING INDUSTRY Read also our Whitepaper about Whitepaper our also Read initiative digitalization a in Approaches Approaches in a digitalization initiative Read also our Whitepaper about

European shipbuilders are aware of the importance of digitaliza�on to secure their compe��veness but but compe��veness their secure to digitaliza�on of importance the of aware are shipbuilders European digitalization of shallows The The shallows of digitalization European shipbuilders are aware of the importance of digitaliza� on to secure their compe� � veness but are o�en facing the ques�on where to start with their digitaliza�on ini�a�ve in order to achieve rapid ben- rapid achieve to order in ini�a�ve digitaliza�on their with start to where ques�on the facing o�en are are o� en facing the ques� on where to start with their digitaliza� on ini� a� ve in order to achieve rapid ben- efits. In PROSTEP’s understanding based on numerous projects in a wide variety of discrete manufacturing manufacturing discrete of variety wide a great in The projects systems. IT numerous on different based with generated is understanding informa�on PROSTEP’s In digital efits. of amounts vast development, ship In In ship development, vast amounts ofefi digital ts. In PROSTEP’sinforma� on understanding is generated withbased diff on erent numerous IT systems. projects The in great a wide variety of discrete manufacturing industries, there are three aspects in a sustainable digitaliza�on ini�a�ve: in- this of use digitaliza�on consistent sustainable and a in provision aspects three efficient are the is there facing are industries, suppliers their and shipyards challenge challenge shipyards and their suppliersindustries, are facing there is the are effi three cient aspects provision in a sustainableand consistent digitaliza� use of thison ini� in- a� ve: forma�on in all phases of the ship’s life cycle, from development through produc�on to opera�ons. 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The ensuring of digital con� nuity and shipbuilding specific applica�ons like AVEVA Marine, CADMATIC or NAPA is a highly complex topic due due topic complex highly a is NAPA or CADMATIC Marine, AVEVA like applica�ons specific shipbuilding and and shipbuilding specifi c applica� ons like AVEVA Marine, CADMATIC or NAPA is a highly complex topic due c. The digitaliza�on of business processes business of digitaliza�on The c. c. The digitaliza� on of business processes to the different system approaches. system different the to to the diff erent system approaches. 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As important is the careful inves�ga�on of exis�ng exis�ng of inves�ga�on careful the is important As flows. informa�on and processes business of liza�on liza� on of business processes and informa� on fl ows. As important is the careful inves� ga� on of exis� ng redundancies, bo�lenecks and media breaks. Informa�on flows and processes can be, but do not have to to have not do but be, can processes be and can flows geometry part Informa�on that so breaks. parts, media other and to related bo�lenecks are they how redundancies, and created are components how way way how components are created andredundancies, how they are bo� related lenecks to and other media parts, breaks. so that Informa� part geometry on fl ows can and be processes can be, but do not have to be iden�cal, because informa�on may come from another process or may be required as input in again again in input as required be may or playing process advantage, another main from Their come may systems. CAD informa�on intent-driven because of speak iden�cal, we be Therefore needed. when generated WHITEPAPER WHITEPAPER generated when needed. Thereforebe we iden� speak cal, of becauseintent-driven informa� CAD onsystems. may come Their from main another advantage, process playing or may be required as input in again different subsequent processes. However, a consistency of informa�on is the basis for the digi�za�on of of digi�za�on the for basis the is lower informa�on of significantly the is consistency a shipbuilding, However, in processes. especially subsequent computeriza�on, of different days early the in role important an an important role in the early days diffof computeriza� erent subsequent on, especially processes. in However, shipbuilding, a consistency is the signifi of cantly informa� lower on is the basis for the digi� za� on of processes. At the same �me, this ensures traceability making it possible to track changes in the digital ship ship digital the in changes track to possible this it Without making applica�on. traceability and ensures this database �me, between same the At bandwidth processes. required and capacity storage for demand demand for storage capacity and requiredprocesses. bandwidth At the same between � me, database this ensures and traceability applica� on. making Without it possible this to track changes in the digital ship model over �me and eventually enrich it with informa�on from the ship’s opera�onal life. opera�onal that ship’s the from components and informa�on parts of with it enrich thousands of eventually hundreds and �me handle to over model possible been have not would it approach, approach, it would not have been possiblemodel over to handle � me and hundreds eventually of thousands enrich it withof parts informa� and components on from the that ship’s opera� onal life. make up a ship efficiently. 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T IA Both L systemF O Rworlds have converged func� onally over the years, but the internal data models are s�ll so different that conversion requires special interfaces and substan�al know-how. substan�al and interfaces special requires conversion that different so s�ll are models data data models are s� ll so diff erent that conversion requires special interfaces and substan� al know-how. in the Shipbuilding Industry“ Industry“ Shipbuilding the in in- and mechanical between platform exchange digital data a of horizontal the creation The complicate a. only not philosophies different The The diff erent philosophies not onlya. complicate The creation the horizontal of a datadigital exchange platform between mechanical and in- in the Shipbuilding Industry“ tent-driven CAD systems and the provision of data into applica�ons for produc�on prepara�on and pro- and prepara�on produc�on for applica�ons THE into data IN of provision the and systems CAD tent-driven DIGITALIZATION DIGITALIZATIONtent-driven CAD systems and the provision ofIN data into THE applica� ons for produc� on prepara� on and pro- The ver�cal and horizontal integra�on of the various IT systems is the basis for an efficient flow of informa- of flow efficient an for basis the is These systems IT applica�ons. various ERP the and of PDM integra�on enterprise the horizontal with and ver�cal integra�on The ver�cal the also but control, duc�on duc� on control, but also the ver�The cal ver�integra� cal and on withhorizontal the enterprise integra� PDMon of andthe ERPvarious applica� IT systems ons. These is the basis for an effi cient fl ow of informa- �on and its consistency. The development and maintenance of point-to-point interfaces is �me-consuming �me-consuming is interfaces en�re point-to-point the of throughout maintenance and statuses change development and The data of consistency. its management and �on consistent for basis the are applica�ons applica� ons are the basis for consistent� on and management its consistency. of data The anddevelopment change statuses and maintenance throughout ofthe point-to-point en� re interfaces is � me-consuming and costly thereby tending to limit the update capability of the en�re setup. As an alterna�ve, PROSTEP PROSTEP alterna�ve, an As setup. hardly en�re are the of that silos capability database update or the limit file-based to tending different in thereby located costly o�en and are INDUSTRY these prac�ce, In cycle. life ship SHIPBUILDING SHIPBUILDINGship life cycle. 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As a result,recommends the digital the fl implementa� ow of informa� on onof anwithin informa� companies on hub and enabling between the ship- relevant IT systems to be connected quickly and ensuring consistency of product informa�on without having to put it redundantly to a cen- a to redundantly it put to difficult having o�en is without shipowners informa�on or product socie�es of consistency classifica�on as such ensuring and partners quickly exchange other and suppliers yards, yards, suppliers and other exchangequickly partners and ensuring such as classifi consistency ca� on of socie� product es orinforma� shipowners on without is o� en having diffi cult to put it redundantly to a cen- tral loca�on. Based on numerous customer projects, the company has developed a solu�on to integrate integrate to solu�on a developed has impossible company virtually the is projects, traceability customer digital numerous on circumstances, Based such Under loca�on. tral breaks. media even and format to due due to format and even media breaks.tral loca� Under on. such Based circumstances, on numerous digital customer traceability projects, is thevirtually company impossible has developed a solu� on to integrate shipbuilding specific tools to the common mechanical CAD and PDM/PLM systems. The solu�on forms forms solu�on The systems. PDM/PLM and CAD mechanical common the to tools specific shipbuilding shipbuilding specifi c tools to the common mechanical CAD and PDM/PLM systems. The solu� on forms The digital transforma�on gives European shipyards, their suppliers and partners the opportunity to maintain and and maintain to opportunity the partners and guarantee. to suppliers their shipyards, European gives transforma�on digital The The digital transforma� on gives European shipyards, theirto guarantee. suppliers and partners the opportunity to maintain and the heart of a digital pla�orm that supports Configura�on Lifecycle Management (CLM) across system system across (CLM) Management Lifecycle Configura�on supports that pla�orm digital a of heart the the heart of a digital pla� orm that supports Confi gura� on Lifecycle Management (CLM) across system xadterlaesi nitraoa op�o.T oti,hwvr nom�nflw n uiespoessneed processes business and flows informa�on however, this, do To compe��on. interna�onal in leadership their expand expand their leadership in interna� onal compe� � on. To do this, however, informa� on fl ows and business processes need boundaries and enables collabora�on across companies. OpenCLM makes the changes of digital master master digital of changes the makes OpenCLM companies. across collabora�on enables and boundaries boundaries and enables collabora� on across companies. OpenCLM makes the changes of digital master In the absence of a con�nuous and consistent digital ship model concept, the exchange of digital informa- digital of exchange the concept, model ship digital product a develop consistent to is and shipbuilding con�nuous in a of digitaliza�on absence of the aim In The technologies. digital using efficient more even made be to to be made even more effi cient using digital technologies.In the The absence aim of of digitaliza� a con� nuous on in and shipbuilding consistent is digitalto develop ship modela product concept, the exchange of digital informa- and digital twin traceable along the �me axis without being a giant sink for redundant data. redundant for sink giant a being without axis �me the along traceable twin digital and and digital twin traceable along the � me axis without being a giant sink for redundant data. �on between the departments and companies is usually s�ll drawing-based and o�en even paper-based. paper-based. even o�en and drawing-based s�ll usually is opera�on. to companies and construc�on through departments the planning from between cycle, �on life ship’s the of phases all throughout used be can that model model that can be used throughout all phases of the ship’s� on betweenlife cycle, thefrom departments planning through and companies construc� is on usually to opera� s� ll drawing-basedon. and o� en even paper-based. Coordina�on during development, produc�on and assembly therefore involves a great deal of organiza- of deal great a involves therefore assembly and produc�on development, during Coordina�on Coordina� on during development, produc� on and assembly therefore involves a great deal of organiza- Free download at at download Free which documenta�on, paper of stack huge a receive owners the the ship, in the of offensive delivery the digitaliza�on With effort. sustainable a for �onal points star�ng possible describes paper white PROSTEP This This PROSTEP white paper describes possible star� ng �points onal efffor ort. a sustainable With the delivery digitaliza� of theon offship, ensive the owners in the receive a huge stack of paper documenta� on, which they have to process manually and import into their IT systems to support opera�ons or maintenance. maintenance. or opera�ons support to systems IT their into import and manually process to have they industry. shipbuilding shipbuilding industry. they have to process manually and import into their IT systems to support opera� ons or maintenance. Free download at Trace back of changes to ships during their opera�onal life to the digital model implies lots of effort or is is or effort of lots implies model digital the to life opera�onal their during ships to changes of back Trace Trace back of changes to ships during their opera� onal life to the digital model implies lots of eff ort or is not possible at all. at possible not not possible at all.

The aim of digitaliza�on in shipbuilding - as in other industries - is to develop a digital product model that that model product digital a develop to is - industries other in as - shipbuilding in digitaliza�on of aim The The aim of digitaliza� on in shipbuilding - as in other industries - is to develop a digital product model that reflects the exact construc�on status of the ship throughout its en�re life. This digital master, from which which from master, digital This life. en�re its throughout ship the of status construc�on exact the reflects refl ects the exact construc� on status of the ship throughout its en� re life. This digital master, from which www.prostep.com/whitepapers trans- digital for driver the extent certain a to is later, derived are product delivered the of twins digital digital twins of the delivered product are derived later, is to a certain extent the driver for digital trans- www.prostep.us forma�on. It not only supports the op�miza�on of exis�ng business processes, but also enables the de- the enables also but processes, business exis�ng of op�miza�on the supports only not It forma�on. forma� on. It not only supports the op� miza� on of exis� ng business processes, but also enables the de- velopment of new value-added services and service-oriented business models in combina�on with the the with combina�on in models business service-oriented and services value-added new of velopment velopment of new value-added services and service-oriented business models in combina� on with the informa�on collected during opera�ons. during collected informa�on informa� on collected during opera� ons.

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