creating an affordable navy - aveva

Creating an Affordable NavyAn AVEVA White Paper

Stéphane NeuvegliseProduct Marketing Manager – AVEVA Marine

AVEVA Solutions Ltd

Published January 2010

How integrated computing technology can deliverbetter warships, more quickly, at less cost.

Creating an Affordable Navy - an AVEVA White Paper

1. Introduction

2. Rationale

3. Overview of the AVEVA Solution

4. Creating the vessel – AVEVA Marine4.1 Early design4.2 General Arrangement-based design4.3 Structural design4.4 Detailed design of the hull4.5 Accommodation design4.6 Adding systems and equipment

4.6.1 Systems engineering4.6.2 Integrating third-party

equipment4.6.3 The fiddly bits

4.7 Planning the build4.8 Building the ship

5. Managing the project – AVEVA Marine and AVEVA NET5.1 Managing collaboration5.2 Managing complexity5.3 Managing information – AVEVA NET

5.3.1 Managing shipbuilding information

5.3.2 Managing the handover5.3.3 Managing the ship

6. Refit and conversion

7. End of life

8. AVEVA Marine in naval applications

9. Summary

10. Further information

AppendicesAppendix A - AVEVA Marine Case Studies

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Contents

1. Introduction

The spiralling costs of new warships, and the time taken to bringthem into front-line service, frequently make headlines in nationalnewspapers and have led to at least one formal governmentenquiry1 into the problem. Add to this a world-wide shortage ofexperienced naval designers and technical specialists, few warshipsbeing built for individual navies, and intense internationalcompetition for such contracts, and it is clear that warshipprocurement demands some fresh thinking.

There are many important differences between naval andcommercial shipbuilding, both technical and in the procurementprocess. Commercial shipbuilding has reached a very high level ofefficiency, both through the use of highly productive design andconstruction tools and through rigorous de-risking prior to thesigning of fixed-price contracts. While it is unlikely that navalshipbuilding could ever fully accomplish the latter, governments areentitled to require their naval procurement agencies to pursueefficiency improvements wherever possible. By adapting many ofthe tools and working methods honed in commercial shipbuilding,opportunities may be exploited to increase productivity in navalshipbuilding and to allow naval shipyards to increase their ability tocompete for export contracts.

Best practices involve the use of the best available tools. This paperdiscusses the role that Commercial Off The Shelf (COTS) computingtechnology can play in mitigating project risk and increasingproductivity to deliver better quality, better value and moreavailable naval vessels.


UK Future Aircraft Carrier. Image courtesy of Thales UK.

‘By adapting many of the tools andworking methods honed in commercial

shipbuilding, opportunities may beexploited to increase productivity in

naval shipbuilding...’

1 United States Government Accountability OfficeReport GAO-09-322, May 2009. www.gao.gov.

2. Rationale

The global commercial shipbuilding industry is not only highlycompetitive, it also employs vast amounts of skilled labour, rawmaterials and capital assets, in a complex process to create some ofthe world’s most complex manufactured products. The resultingeconomic pressures have driven the creation of highly productiveengineering software which enables and supports highly efficientworkflows throughout the entire shipbuilding process. As a result,integrated solutions are now available which meet the specificneeds of shipbuilders, and the proven capabilities of which arebeing used to deliver similar economic benefits in navalshipbuilding.

There are several candidate IT solutions which a diligent navalprocurement agency should consider but, in doing so, it should seekanswers to these key questions:

1. Is the solution set purpose-designed for shipbuilding? If so,how well configured is it for naval shipbuilding?

2. Is it widely supported by the shipbuilding industry, to enableeffective tendering for export contracts and flexibility in theuse of global resources?

3. Is it highly integrated, and able to provide effective ‘closed-loop’ project support?

4. Does it work ‘out of the box’ or will it require extensive bespokeconfiguration before it can be used productively?

5. Does it come from a stable and secure vendor with a sound andachievable development roadmap?

6. What is the scope of the solution? Does it wave goodbye on theslipway or can it go on to support the vessel’s service life?

7. Is the solution scalable? Has it been proven on large complexprojects?

8. Does it interface robustly with relevant third-partyapplications?

In short, is it actually a solution or just another part of theproblem?

The discussion that follows describes how integrated technologyfrom AVEVA fulfils these important criteria.


USNS Carl Brashear (T-AKE 7) under construction. Photograph courtesy of General Dynamics NASSCO.

3. Overview of the AVEVA solution

Addressing the first criterion, it should be emphasised that AVEVAMarine is, indeed, a solution set specifically created for navalarchitecture and shipbuilding, originally by shipbuildersthemselves; it is not an adaptation of a general-purpose MechanicalComputer-Aided Design (MCAD) program. An extensive amount ofshipbuilding expertise and best practice is built in to the variousapplications, facilitating the creation of high-quality,manufacturable and highly seaworthy vessels of the most advanceddesign, and mitigating the general shortage of skilled andexperienced labour. AVEVA Marine owes its unique capabilities to itsheritage as a fusion of the widely-used Tribon software with AVEVAPDMS, which is recognised as the most productive solution for plantdesign. This fusion is not merely an opportunistic patching togetherof vaguely similar products, but is part of a coherent, long-termstrategy of continual technology integration to meet the evolvingneeds of the engineering industries.

A ship project in AVEVA Marine is created in a single database. Thisenables highly efficient working, as different disciplines can workcollaboratively on parallel tasks, with all design input being madeon the same 3D model and all outputs reflecting the true state ofthe design. AVEVA Marine also employs rule-based, parametricdesign wherever possible, making day-to-day design tasks efficientand eliminating many sources of error. These key features combineto save considerable cost and time, both on new projects and whencreating sister ships or variants based on a lead ship design.

No currently available solution set is likely to fulfil all therequirements of a particular country’s naval procurement practice.One must therefore examine the degree of suitability and, wherethere are inherent shortcomings in particular areas, how well thesecan be overcome. In some specialist areas, the use of third-partyapplications may be essential, either for purely technical purposesor to comply with specific national requirements or preferredpractice. Ways in which AVEVA Marine supports this will beidentified.

For clarity, the various constituents of AVEVA’s marine solution willbe described in timeline order of the ship lifecycle. This will embraceboth AVEVA Marine, which provides naval architecture, engineering,design and construction functions, and AVEVA NET, which is apowerful lifecycle solution for information management. Moredetailed information about individual products can be obtainedfrom www.aveva.com.


‘A ship project in AVEVA Marine is createdin a single database. This enables highlyefficient working, as differentdisciplines can work collaboratively onparallel tasks, with all design inputbeing made on the same 3D model andall outputs reflecting the true state ofthe design...’

4. Creating the vessel – AVEVA Marine

4.1 Early design

Every new vessel begins as a concept in response to an operationalrequirement, and its early design must bring together manydifferent disciplines in an iterative process of outline design,analysis and review. In this phase, speed of working is as importantas the quality of the design characterisation, to avoid the proverbial‘paralysis of analysis’ and to arrive quickly at a viable concept.In commercial shipbuilding this is the point at which project risk isremoved. Naval shipbuilding will invariably retain risk for a numberof reasons, but easy-to-use design tools can help to reduce theresulting costs and delays by allowing candidate concepts to becreated and refined quickly and efficiently. Combat-related analysessuch as vulnerability or radar signature will be performed usingspecial-purpose (and frequently classified) third-party softwaretools. AVEVA Initial Design supports both these needs, with highlyproductive, interactive basic design tools and the ability to exportgeometry data. Hydrostatic and hydrodynamic analyses may beperformed within AVEVA Initial Design and will be sufficient for themajority of vessel types. Third-party applications may also be usedfor more detailed analyses appropriate for the unique requirementsof warships. In passing, it may be noted that one method used forde-risking commercial projects is to qualify new technologies bydeveloping them on existing vessels. AVEVA Marine includesapplications which enable such ‘floating test bed’ conversions to beexecuted efficiently, as will be described in section 6 below.

4.2 General Arrangement-based design

The earlier a design can become a 3D entity, the more efficient willbe its development. AVEVA Marine therefore provides versatile toolsfor working with 2D sketches and for using this information toautomatically create a 3D design.

Intelligent 2D drawings generated from the 3D model may also beused as backdrops on schematic drawings, enabling these to bedesigned in context.

4.3 Structural design

Once the major design decisions have begun to condense out of thefog of conflicting requirements and options, one can begin work onthe next level of detail: structural design. This demands twoimportant capabilities of any candidate design software. First, it should enable the design of hull structure which meets thespecial needs of shipbuilding; these are not the same as for generalstructural steelwork. AVEVA Hull Structural Design is a highlyspecialised tool for ship design. It captures the design intent and isable to generate steel structure details which deliver that intent.For example, a main deck is not handled in the same way as ageneral non-watertight bulkhead.

Second, in military procurement it is common for specifications toevolve rapidly and continuously in the light of emergingtechnological, geopolitical and threat developments, making designrevision seem almost a perpetual activity. The further advanced thedesign stage, the more such redesigns increase costs and causeprogramme delays. Typical examples might be a late-emerging needto increase speed and range (requiring the substitution of largerengines and increased bunker volumes) or a decision to add orsubstitute major weapon systems. AVEVA Hull Structural Designenables such design changes to be made rapidly and interactively bydragging, adding or deleting bulkhead and deck panels. Becausethe structural elements are ‘intelligent’, maintaining theirrelationships with each other, all relevant design dependenciesautomatically update as changes are made.

At this stage, it is customary to identify suitable divisions betweenindividual structure blocks. This is done to assist with productionplanning, by splitting the structure according to yard capacity(dimensions, crane capacity) or by project partner responsibility.These splits can be redefined at any time so that, for example, a latedecision to use a different shipyard can be accommodated, or asister ship created from a lead ship design may be split differently tosuit a different shipyard.


Dragging a panel automatically adjusts it to conform to its new position in the model.

Creating a 3D model from 2D drawings and assigning block splits in AVEVA Marine. A block split report, listing each block’s dimensions, weight, surface area and CoGposition, enabling rapid assessment of compatibility with shipyard facilities.

It is also necessary at this stage to verify the structural design withFinite-Element Analysis (FEA). This process is likely to be repeatedseveral times as the design iterates around revision loops, so speedand accuracy are equally important. Here too, commercial demandhas been met with an efficient solution: AVEVA Hull Finite ElementModeller. This has been developed in collaboration with commercialand naval shipbuilders, and works with AVEVA Hull Structural Designto rapidly translate the 3D structure model into an idealised meshfor export to the widely-used ANSYS® Mechanical analysisapplication. (Where alternative stress analysis programs or specificassessment systems are employed, mesh output may also beprovided in neutral XML format.)

Hull Finite Element Modeller ‘understands’ shipbuilding practiceand automatically idealises the structure into a mesh of nodes andelements which faithfully represents the design. Because theaccuracy and reliability of FEA depend on the quality of thisidealisation, not only is automatic mesh generation ‘intelligent’ andrule-based, but extensive configuration and model viewingfunctions are also provided to enable manual fine-tuning of themesh. This enables highly-stressed regions, such as weaponsmountings, to be selectively given finer meshing.

Portions of the structure may be selected and meshedindependently, enabling areas which undergo repeated designrevision to be stress analysed quickly without having to re-analysethe entire vessel. Hull Finite Element Modeller has been found tosave around 80% of the man-hours traditionally required forgeometry modelling, a significant potential saving on complex,highly-stressed and highly iterative warship designs.

Finally, Hull Structural Design creates important outputs fordownstream processes, including classification drawings, earlymaterials and weld length estimates, and weight and Centre ofGravity reports. The earlier such information can be made available,the more effective advance materials ordering and productionplanning can be. This, in turn, enables more advantageouspurchasing and resource scheduling.

4.4 Detailed design of the hull

AVEVA Hull Detailed Design serves this stage, and is the foundationof efficient ship construction, by creating production deliverablesoptimised for the particular yard facilities. Like many other AVEVAproducts, it is extensively rule-based, helping ensure that a designcomplies with applicable standards, whether international,national, by shipyard or by project, reducing dependence onspecialist experience and eliminating many sources of error.

There is rarely a clearly-defined transition between the basic designand detailed design phases and this overlap can be even longer inthe case of naval vessels. There is, therefore, a premium on the easeof executing design changes which affect the design at bothstructural and detailed levels. Because Hull Structural Design andHull Detailed Design are tightly integrated and use a commondatabase, both phases can run in parallel to a considerable extent.‘Intelligent’ structure ensures that design changes originating ineither phase automatically update all relevant associated features.This capability delivers substantial benefits in productivity and theability to absorb quite extensive specification changes withminimum impact to the programme.

While it is usual for both Hull Structural Design and Hull DetailedDesign to adopt the output of AVEVA Initial Design, this is not aprerequisite and it is possible to import a hull form created in athird-party application. This adds valuable extra freedom of choiceto combine what may be more suitable, or preferred, tools forwarship concept design with the productivity advantages of theAVEVA solution. Most competing products work at the level of theindividual piece part, whereas Hull Detailed Design deals withpanels – structural elements of convenient size from which theconstituent parts are generated automatically. Panels may bemoved and duplicated to rapidly populate the structural design;they automatically adjust their geometry to suit their position andnew panels automatically conform to a specified numberingsequence. This substantially reduces design workload, eliminatessources of error and increases consistency.


Three views showing astructural panel(right), an idealisedmodel of it (centre)and the resulting meshof beam and plateelements for FEA.

Setting optimalidealisation parametersand selecting parts tobe included in theidealised model.

The resulting meshmodel ready for export.

The mesh as importedinto ANSYS® Mechanicalfor analysis.

High-quality detailed design is essential to achieve the mostaccurate and efficient construction processes. Here, again, theadvantages of a dedicated shipbuilding solution become apparent;shipbuilding is most emphatically not comparable to generalmanufacturing processes. Hull Detailed Design incorporates a rangeof specific features for ‘production-friendly’ ship design. Theseinclude continuously-variable plate bevelling for optimal weldpreparation, sophisticated weld shrinkage and plate bendingallowances, automatic incorporation of part alignment and accuracymeasurement features, and so on. Once again, these features arerule-based, customisable, and ‘intelligent’, automatically updatingif parts are repositioned or plate thicknesses altered.

Extensive, high-quality deliverables are automatically generatedfrom the model database and include a wide range of drawings,reports and workshop information. Hull Detailed Design is also thedriving force behind high productivity in steel cutting and assembly,providing the most extensive functions available for productionautomation. These include plate nesting algorithms and CNC outputto cutting machines or off-line programming systems for weldingrobots. The range and power of AVEVA Marine’s production functionsare frequently the most important single factor in a customer’sbuying decision.

4.5 Accommodation design

Warships generally have relatively large numbers of individualrooms, each usually containing a large quantity of equipment andfittings. This creates a considerable design workload in specifyingthe layout, materials and contents of each. AVEVA Room Design is aspecialist application which streamlines this task. It, too, isintelligent, so that design changes such as moving a bulkheadimmediately update associated design in the affectedcompartments. Piercings for windows, doors and hatches areautomatically incorporated in the designs of the steel platesaffected. Common content items such as bunks, galley equipmentand furniture can be called in from a catalogue of predefined 3Dmodels. (These models may even be imported from the vendors’ ownMCAD systems; see section 4.6.2 below.) Materials usages (paint,insulation, cladding, and so on) are calculated and output to Bills ofMaterials, which can also be reported on a per-room basis to enableefficient production planning, execution and checking. Do I have allthe materials to equip the galley? When should I schedule it? Has itbeen closed out?


A typical structural panel in AVEVA Marine. All its constituent parts areinterdependent; changing one will update the shape of the others to retain the designintent.

An Interactive Pin Jig application for block supporting within AVEVA Hull DetailedDesign. Production information such as this can be created automatically from theproject model database.

Efficient design and specification of accommodation areas in AVEVA Marine.

‘High-quality detailed design isessential to achieve the most accurateand efficient construction processes.Here, again, the advantages of adedicated shipbuilding solutionbecome apparent...’

4.6 Adding systems and equipment

Vessel engineering begins as a parallel activity to the hull design,both coming together at the outfitting stage. AVEVA Marineincludes extensive functions for system engineering derived from,and highly interoperable with, its plant engineering technologies.

4.6.1 Systems engineeringPiping and Instrumentation Diagrams (P&IDs) are well supportedwith AVEVA Schematic Model Manager, which enables the importand integration of P&IDs created in any ISO 15926-compliantauthoring system, including AVEVA’s own AVEVA Diagrams product.This provides considerable flexibility in the use of subcontractors orweapons suppliers, who need not be constrained to use a commonP&ID authoring program. Once imported into the project database,any inconsistencies between P&ID drawings can be automaticallyidentified and the integrated system schematic used to drive 3Doutfitting design by means of AVEVA Schematic 3D Integrator.

Schematic 3D Integrator uses the P&ID information to automaticallypopulate the vessel model with 3D models of the individualelements and their interconnecting pipes and electricalconnections. So, for example, a diesel system P&ID would berepresented as a collection of pumps, valves, filters, sensors andpipes, all of which can be interactively positioned in the hull modelby a designer using AVEVA Outfitting. Pipe routing can beautomatic, manual or, more commonly, a combination of the two,and connectivity is retained as items are positioned or moved. Theschematic remains the design definition of the system; althoughthe 3D design cannot modify the system design, it is not formallyconstrained by it. An outfitting designer is not prevented frommoving, say, a valve to the wrong side of a tee-junction, but this willbe highlighted as an error and will remain identified as such until itis corrected, either within the 3D layout or the system schematic.This enables a highly flexible ‘build and compare’ way of workingwhereby systems designers can work collaboratively with 3Doutfitting designers.

AVEVA Outfitting is a very powerful 3D modelling environment basedon AVEVA PDMS. It works interactively with hull design, and therespective designers can collaborate in real time so that each cansee the other’s design as it updates. This makes integration taskssuch as the negotiation of panel piercings for pipes or cable traysquick and efficient.

Throughout the design processes, AVEVA Marine enforcesconsistency by applying defined rules and highlightingincompatibilities such as clashes. It maintains a complete audit trailof the design’s evolution, so decisions and changes are traceableand the design can be ‘rolled back’ to any selected point along thistrail.

4.6.2 Integrating third-party equipmentThe ability to efficiently specify and design the many conventionalmaterials and items that make up a ship is only part of the processof warship design. To these must be added a great many uniqueitems such as weapon systems, radars, sonars, ops room equipmentand so on, all of which are provided by specialist contractors usingvarious MCAD applications. The details of these systems will behighly classified and of little practical interest to the outfittingdesigner trying to position them around the vessel. To facilitate theintegration of these, AVEVA provides AVEVA Mechanical EquipmentInterface, a STEP AP203-compliant interface for the bidirectionalexchange of 3D design information with third-party CAD systems.Mechanical Equipment Interface overcomes a fundamentalincompatibility between the 3D MCAD programs used by equipmentsuppliers (programs such as Pro/ENGINEER, SolidWorks or Inventor)which are optimal for creating manufactured products, andapplications such as AVEVA’s which are optimal for creating complexassemblies. Using this unique interface a designer can importaccurate and detailed 3D equipment models created from theoriginating software, confident that important features such asmounting points or interfaces with foundations will be accurate. Iteliminates the need to replicate an equipment item by remodellingit in AVEVA Outfitting – if a 3D design already exists, why not use it?This saves time and labour and eliminates yet more sources of error.


An engine room layout in AVEVA Marine, showing imported 3D engine models.

Accuracy and detail of equipment models are essential where space is at a premium. Ifthis engine model were to be replaced by an alternative or updated version, AVEVAMarine’s clash detection functions would immediately highlight its interferenceswith surrounding designed structure, such as these access walkways.

Conversely, the interface can be used to export a local 3D model ofpart of the vessel for a supplier to use as a space envelope withinwhich to design its equipment. Equipment integration is frequentlya source of design disputes and programme delays, so the ability toquickly and accurately exchange 3D information between projectparticipants can save time and cost and reduce design errors.This highly productive feature of AVEVA Marine is especially relevantto warship design. It facilitates the frequent design revisions whichresult when the equipment itself is being designed and developedconcurrently with the vessel. Moreover, because the leading MCADsystems can create an AP203 export file containing only selectedparts of the original model, essential design information can betransferred while classified, proprietary, or unnecessary internaldetails can be withheld at source. Once imported, the model can befurther simplified by the outfitting designer; for example, it may bedisplayed as simplified geometric primitives for speed of working inthe early design layout stages and ‘unsimplified’ later, when moredetail is required.

Controlling the structure of the imported model has a practicalbenefit in that major items, such as main propulsion, can bebrought in as individual sub-assemblies. For example, a propulsionturbine may be brought in as a separate element from its reducer,enabling realistic simulation of installation and removal operations.These imported models behave identically to objects created in theHull or Outfitting applications; they can be clashed against otherobjects, have attributes associated with them, be replicated aroundthe design, and so on.

Major materiel such as aircraft, torpedoes or missiles may also beimported as accurate solid objects, enabling effective simulationand review, in 3D, of loading, storage and handling procedures.

4.6.3 The fiddly bitsAVEVA Marine also includes built-in functions and add-onapplications for streamlining many routine, time-consuming tasks,such as specifying, designing and positioning the large numbers ofpipe and cable tray supports required, routing and specifyingelectrical cables, stress analysis of piping, and the design,installation and management of instrumentation systems. Theseapparently minor tasks can actually consume a disproportionateamount of work, especially if frequent, late-emerging designrevisions are required.

The complexity of naval vessels makes it essential to employdedicated teams of outfitting specialists who concentrate on thecomplex task of routing and integrating all the many pipe runs,HVAC ducts, cable trays, in-line accessories, and so on, to producewhat are known as coordination or composite drawings. AVEVAMarine provides a particularly effective environment for this inwhich many designers can collaborate, even if they are distributedacross multiple sites, while details such as complex supports fortightly-packed collections of pipes and cable trays can be createdquickly using a catalogue-based application. As explained above,systems design and 3D outfitting tasks within AVEVA Marine areclosely integrated and flexible, but robustly controlled, greatlyeasing the task of cramming multiple systems into tight spaces.AVEVA’s solutions have been proved to deliver substantialproductivity gains on such tasks; users typically report direct man-hour savings ranging from 30% to 70% as well as less-quantifiable –but sometimes more significant – benefits resulting from increaseddesign quality and earlier, more accurate, materials information.


Image courtesy of Hyundhai Heavy Industries (Special & Naval Shipbuilding Division).

4.7 Planning the build

In commercial shipbuilding it is common for delivery to becontractually stipulated within a 30-day window or even, in the caseof cruise ships, on a particular date. Late delivery can not only incurpenalties on the contract concerned, it can create knock-on effectson unrelated projects needing the same resources, so shipyards takegreat care to keep projects on schedule. Accordingly, programmemanagers will seek to:

• define design priorities as far as possible according to productionpriorities

• define a build strategy to make best use of the availableproduction facilities

• anticipate and smooth work load through these facilities.

AVEVA Marine also includes solutions to meet these needs.

AVEVA Assembly Planning and AVEVA Weld Planning supportstrategic and tactical production planning respectively; the latterenables efficient use of robot welding facilities. Assembly Planningworks at the level of the complete vessel, that is, hull structurecomplete with outfitting items, and enables the interactiveplanning of optimal block assembly strategies. This is importantbecause the easiest – hence the quickest and cheapest – way toinstall outfitting items is at the earliest possible stage in the buildsequence. Many items are effectively built-in and cannot beinstalled later without costly rework. Assembly Planning allows aproduction planner to split the vessel into suitable blocks, specifywhich outfitting items are to be included, evaluate and refine thesesplits and, finally, to create the necessary production information.

4.8 Building the ship

AVEVA Marine includes extensive functions to enable the mostefficient and accurate construction processes. Some of these, asnoted above, may be classed as ‘design for manufacture’ whileothers are concerned with productivity and quality in constructionprocesses such as plate cutting and welding. Plate forming data, forexample, may be optimised by analysing sample tests so thatcorrect allowances are automatically made for the actual spring-back and weld shrinkage achieved by a particular yard’s machineson the particular materials to be used.

Numerous functions are provided for maximising speed andaccuracy of construction. For example, where steel plates intersectvessel reference planes, the resulting lines are marked on theplates. This facilitates accurate fabrication of the structure andprovides reference features for the accurate positioning ofoutfitting items. Part drawings can include reference position dataand steel plates can include alignment triangle figures to assist inaccurate alignment prior to welding.

These functions help to maximise primary quality – accuracy ofconstruction – while also serving the needs of secondary quality –ease and accuracy of inspection.


Intelligent edge bevelling (right) enables high-quality welded joints and can begenerated automatically in AVEVA Marine.

Alignment triangles for accurate part positioning.

‘... the easiest – hence the quickestand cheapest – way to installoutfitting items is at the earliestpossible stage in the build sequence.Many items are effectively built-inand cannot be installed later withoutcostly rework...’

5. Managing the project – AVEVA Marine and AVEVA NET

Having a comprehensive toolkit is only half the battle; equallyimportant is being able to marshal resources effectively, makedecisions early and correctly, and communicate effectively withstakeholders. In the naval environment it is also particularlyimportant to keep records of decisions, to operate complex qualityassurance procedures and to fully demonstrate compliance withcomplex customer requirements. These factors demand morepowerful and extensive information management tools than mightbe sufficient for commercial shipbuilding.

AVEVA solutions in this area are provided by both AVEVA Marine andAVEVA NET.

5.1 Managing collaboration

All capital projects are complex and it is common for them to beexecuted by a network of contractors, subcontractors and suppliers.For a large warship one would typically split the work between twoor three lead contractors, each of whom might have multiple sites.AVEVA Global supports this type of project structure by enabling anynumber of participants, located anywhere around the world, to workcollaboratively on a common design. One could, for example, havehull design split between two sites and outfitting between threeothers. AVEVA Global transparently handles design communicationbetween these participants and can use ordinary Internetcommunication (VPN), an organisation’s private network, or acombination of the two. Each site works on a local replicationdirectory, avoiding any disruption caused by unreliablecommunications, with design changes being updated to thecommon model at appropriately defined intervals. Access privilegesto, and visibility of, the project model can be configuredindividually so that, for example, outfitting designers working onthe propulsion system cannot see beyond the engine room block,can see, but not alter, the hull structure of that block, and can havetheir access reconfigured or terminated at the end of their contractperiod.

AVEVA Global is a genuinely COTS solution, offering almostunlimited size and flexibility of project structure. It has a trackrecord of performance over more than ten years and is, in fact, theonly proven, scalable solution of its type that can be operated ‘outof the box’ with minimal user configuration.

5.2 Managing complexity

AVEVA provides several means of managing complexity, bothexplicitly and as functions within applications. A commonrequirement, for example, is for clash detection and management,which become more critical with increasing design complexity anddensity.

‘Day-to-day’ clash detection occurs wherever a designer tries toplace two objects in the same 3D space, whether in hull design, oroutfitting, or between the two. When this happens, the affecteditems become highlighted, an immediacy of feedback whicheliminates many problems at source. However, as a design becomesfilled with ever more elements which are regularly shuffled about inconfined spaces, subsequent clashes may be created which are notimmediately visible. If not discovered until construction, these canbe costly problems. Here, AVEVA’s powerful Clash Manager becomesinvaluable, providing detailed reporting of all clashes, whether‘hard’ (physical objects overlapping in 3D space), ‘soft’(overlapping obstruction volumes provided for access or safety) orintermediate. As with so much else in an AVEVA deployment, clashdetection and reporting is rule-based, so appropriate standards canbe applied automatically, and informed review and resolution of allclashes carried out.

The more complex the project, and the more disciplines it employs,the more important is thorough, timely and effective design review.AVEVA Review is a well-established application for carrying out 3Ddesign review across disciplines and sites. It enables walk-throughand fly-through visualisation of high-definition renderings of avessel and includes powerful animation functions so that, forexample, munitions loading or helicopter deployment sequencesmay be simulated at an early design stage. Selective display ofvarious design elements (for example, ‘show hull structuretranslucent with only HVAC system objects visible’) allows thevarious disciplines to rapidly assess issues which concern them.Review’s ability to create photo-realistic and animated renderingsat any stage of the design can be of particular value in navalprogrammes, in which programme status reporting to non-technicalstakeholders such as government officials is an importantrequirement. Recent enhancements to AVEVA Review have added theability to stream model views, enabling very large models to bereviewed collaboratively over low-bandwidth communications. Thisfeature is of particular value where project participants aregeographically separated from each other.


Both hard and soft clashes between any design objects are clearly highlighted (left)and reported (right). AVEVA Clash Manager enables monitoring and efficientresolution of all clashes throughout the vessel.

5.3 Managing information – AVEVA NET

A shipbuilding professional looks at a ship and sees an aggregationof vast amounts of information; even more so in the case of navalvessels. This aggregation begins with the operational requirementand builds up as every individual element is specified, designed,procured, installed and commissioned. This creates three needs: tomanage this information throughout the shipbuilding process, tohand over a subset of it to the operator during commissioning, andto use this subset to support effective operations.

AVEVA NET is AVEVA’s Project Lifecycle Management (PLM) solution,providing a platform for integrating and exploiting every type ofinformation throughout an asset’s entire lifecycle. It is highlyversatile and can be configured quickly to serve the needs of almostany engineering project. In the case of naval vessels it wouldtypically serve as described below.

5.3.1 Managing shipbuilding informationThis covers several areas: marshalling and controlling the growingdefinition of the ship, managing project workflow and managingmaterials flow. Today, a ship can be created using all-digitalinformation, but this covers a wide variety of forms, from the 3Ddesign to individual documents. AVEVA NET can handle every type ofinformation, from whatever source and without needing theoriginating software. Moreover, it can automatically create cross-references between information so that, for example, changecontrol can embrace, not only the direct subject of the change, butall dependent subjects as well. Equally important, it also addressesthe ‘unknown unknown’ problem by automatically identifying whereinformation is missing. These functions combine to maximise dataconsistency across the entire project and to enable effective‘management by exception’ where important data is missing orinadequate.

In addition to controlling discrete ‘information objects’ AVEVA NETalso controls workflow by controlling the information flows whichdefine it. This can ensure, for example, that only validatedinformation is sent, and only to those people who require it, whenthey require it, significantly reducing the ‘fog of war’ created by ill-controlled, duplicated or irrelevant information flows. The status ofall project information can be reported through configurablemanagement ‘dashboard’ views, enabling clear visibility of allworkflows and the making of informed decisions based on reliableinformation. This information will usually also include all materialsmanagement data, from initial Bill of Materials forecasts, throughorder placement, progress, delivery, disposition, consumption andscrap disposal.

AVEVA NET can also serve as a powerful tool for collaborativeworking. A typical example might be the resolution of anoutstanding issue concerning, say, a fuel pump. An originator cancreate an information pack consisting of an annotated 3D view ofthe pump in question, with links to all the associated information,which might include the vendor’s documentation, test results,delivery status, correspondence records and so on. This pack –which is essentially a collection of links to the individual data items– can then be communicated to other project participants for actionwhile AVEVA NET maintains a complete record of the transactionchain through to its resolution.


AVEVA NET can manage every type of vessel information, including suppliers’ data and shipyard workflow.

5.3.2 Managing the handoverThe ability to work with a detailed ‘virtual warship’ from the earlieststage of its design provides extensive opportunities for all projectstakeholders to contribute to its design and to prepare theirrespective tasks in good time. In 5.2 above, the use of AVEVA Reviewwas shown as a powerful enabler of multi-discipline 3D designreview. These reviews will normally include participants from thevarious operational disciplines, both to better inform the designprocess and to gain early visibility of requirements for operationsplanning.

Implementing these requirements demands more extensiveinformation than just 3D models and their basic attributes, so hereAVEVA NET provides the necessary practical support. It makesavailable, at the earliest opportunities in the project, validated,cross-referenced and fully associative data so that, for example,maintenance procedures can be drafted early, tested using Reviewand kept up to date with any applicable design changes. Sparesinventories can be automatically populated with data directly fromthe project, and spares procurement can be begun early and keptcomprehensive and accurate so that a high level of operationalsupport is in place before commissioning. AVEVA NET enables thetraditional ‘over the wall’ type of project handover to be replacedwith a highly concurrent, phased transition between constructorand operator which has been demonstrated to make dramaticsavings in direct costs and to contribute to earlier commissioning.

AVEVA NET can also serve as an onboard operational support tool, inwhich role it would be automatically populated with selected datafrom the shipbuilder as part of the handover transition.

5.3.3 Managing the shipEffective management of any complex engineering asset demandscomplete, reliable and readily-accessible information. On a warshipthis information may be classified as navigational, weapons-relatedand operation-related. All these are potentially within the scope ofAVEVA NET. In practice, the first two are likely to be handled byexisting or bespoke solutions, but platform-related functionsincluding, for example, engines management or systemsmaintenance can benefit significantly from AVEVA NET’s powerfulinformation management.

In-mission data monitoring can provide valuable information formore efficient planning and execution of subsequent docksideactivities such as maintenance and resupply. This is broadly similarto the way in which AVEVA NET is used in the plant industries but,because it can automatically cross-reference and display any type ofinformation from any source, including real-time data, it is possibleto integrate information from all of a vessel’s systems and to exploitit in imaginative ways which are not currently employed.


One user of AVEVA NET in the offshore oil & gas industry routinely achieves substantially complete taginformation prior to first oil where, historically, it often required a further two years to achieve it.

‘AVEVA NET enables thetraditional ‘over the wall’ type of project handover to be replaced with a highlyconcurrent, phased transitionbetween constructor andoperator which has beendemonstrated to makedramatic savings in directcosts and to contribute toearlier commissioning....’

6. Refit and conversion

Throughout their service lives, naval vessels undergo frequent majorrefits and upgrades. The inexorable increases in design complexitymake such projects ever more costly and increase the time spent outof service. The availability of a 3D digital counterpart of a servingvessel enables detailed planning and resourcing of refit projects tobe carried out reliably and well in advance, so that work can beginimmediately the ship returns from sea and individual tasks can becarried out with confidence.

However, this is no more than using the AVEVA tools in thecustomary manner and it relies to a great extent on the ship’s as-built status conforming to its as-designed status. In manyinstances, a digital model of an existing ship may not exist and eventhe as-built status of a new one may not be accurately known,introducing a degree of project risk when refitting. Here, AVEVA hasan effective solution in AVEVA Laser Model Interface, a provensolution in regular use on demanding applications such as surveyingand revamping offshore oil & gas platforms.

This application works with a number of proprietary laser scanningtechnologies to rapidly capture accurate and detailed 3D images ofany part of a vessel, which can then be imported into AVEVA Marinewhere they can be manipulated in 3D. Using this capability, a vesselcan be reverse-engineered into AVEVA Marine or, more commonly,have new equipment and structure designed to fit precisely into theexisting hull, using the scan data as a 3D template.

The scanning process itself is rapid, efficient and non-invasive; atypical use might be when upgrading main propulsion, requiringdetailed knowledge of the engine room layout. To achieve this, onewould send civilian contractors to the vessel during a scheduled lay-over and have a complete scan carried out in a day or two withoutdisruption to normal operations. If necessary, the scan could evenbe performed while at sea.

Laser scan data can also be handled by AVEVA NET. It is noweconomic and practicable to create a complete digital definition ofan existing vessel by importing, not only laser scans, but 2Ddrawings and paper documents into AVEVA NET. Unlike conventionaldata warehouse solutions which require information to be validatedbefore being loaded, AVEVA NET performs automatic cross-referencing and validation on import, ensuring that importedinformation is of known quality and that omissions andinconsistencies are identified.

Whether the vessel has been created from scratch in AVEVA Marineor has been reverse-engineered in this way, its conversion can beexecuted in AVEVA Marine and its new service life managed usingAVEVA NET. Extensive reverse engineering is already carried out inthis manner in the plant industries, a process which would beimpracticable without AVEVA NET. Even the most demandingequivalent naval project is unlikely to stretch this technology to thelevels which it is currently achieving in other applications.


Part of the engine room of the historic HMS Belfast (photograph, left) being modelled in AVEVA Outfitting using laser scan data (right).The entire engine room was scanned in half a day, including equipment set-up and removal time. Scan data courtesy of Z+F.

‘It is now economic and practicable to create a complete digital definition of anexisting vessel by importing, not only laser scans, but 2D drawings and paperdocuments into AVEVA NET...’

7. End of life

Increasingly stringent environmental and regulatory requirementscan make the dismantling and disposal of redundant vessels a costlyand politically sensitive exercise. Responsible dismantling isfacilitated by accurate information. Especially hazardous materialssuch as nuclear fuel, munitions or propellants must be identified,correctly processed and accounted for in an auditable manner. Workmust be properly planned and carried out and maximum valuerecovered from costly materials. Here again, AVEVA NET’sinformation-handling capabilities can add value.

8. AVEVA Marine in naval applications

Vessels designed with AVEVA’s products include submarines, aircraftcarriers, frigates and the latest stealth ships in compositematerials.

AVEVA Marine solutions are used extensively by the world’sshipbuilders; 43 of the top 50 commercial shipbuilders use AVEVA,and smaller yards are increasingly following suit. Many of thesecompanies have also built naval vessels, using AVEVA products forboth design and production output.

Today, all Indian and Republic of Korean navy vessels are built usingAVEVA software. AVEVA is also used for naval engineering inColombia, Germany, Japan, Russia, Singapore, Sweden, Thailand,Turkey, the UK and the USA.

In Australia, AVEVA Marine has been selected by ASC (formerly theAustralian Submarine Corporation) for the through-life support ofthe country’s Collins-class submarine fleet. System implementationinvolved the successful translation of model data from a third-partyCAD system. In Germany, Howaldtswerke-Deutsche Werft GmbH(HDW) will use AVEVA Marine Hull on all new submarine projectsfrom January 2010. In the USA, Lockheed Martin used AVEVA Marinesolutions on the AEGIS weapon system deployed on the Republic ofKorea’s first KDX-III Class destroyer, itself also designed and builtusing AVEVA Marine.

A selection of marine case studies from AVEVA’s PIPELINE magazineare reproduced in Appendix A.


The 7,650-tonne AEGIS destroyer Sejongdaewang-Ham. Photograph courtesy of Hyundai Heavy Industries.

9. Summary

In conclusion, it can be stated that:

1. AVEVA Marine is the most comprehensive, productive, closely-integrated and risk-free solution for creating all types of vessel.It has been proven worldwide to enable the most rapid andefficient shipbuilding projects.

2. AVEVA Marine is a purpose-designed solution set, developedover several decades with the shipbuilding industry to serve thespecific needs of that industry.

3. AVEVA solutions are the most widely used in the globalshipbuilding industry. Their adoption therefore provides accessto a wide pool of resources and an equally wide market forexport.

4. AVEVA Marine is particularly well-suited to complex projects inwhich frequent design revisions are necessary, since manydesign dependencies automatically update as changes aremade.

5. AVEVA Marine includes the only proven, scalable, COTS solutionfor the flexible execution of distributed, multi-site projects, andincludes features to support the use of a wide variety ofexternal resources.

6. Where it is necessary, for technical or procurement policyreasons, to employ third-party software for particular purposes,AVEVA Marine provides robust interfaces to support this.

7. AVEVA NET is a powerful and proven Lifecycle Managementsolution, which delivers value from initial concept to launch,and by streamlining the handover and commissioningprocesses. It may then also be used to support efficient vesseloperations and end-of-life disposal. It further offers scope forinnovative integration and exploitation of the many disparateinformation sources present on a warship.

8. AVEVA Marine includes powerful applications which makepossible the efficient execution of refit projects. This enables:

• appropriate operational requirements to be met economically by converting suitable existing vessels

• de-risking lead ship projects by developing new technologies on existing vessels.

Although AVEVA solutions are readily configurable so as to supportexisting, proven workflows, experience has shown that, in manyinstances, best results are achieved when business processes arealso upgraded. Companies often use an AVEVA deployment as anopportunity to overhaul their workflows, partly to make better useof the new capabilities available but, more pragmatically, to removethe entrenched inefficiencies which every organisation accumulatesover time. In the context of naval procurement, while AVEVA Marinecan enable substantial efficiency gains, both in the construction ofwarships and in their uniquely complex design and development,achieving its full value will generally require a willingness to reviewprocurement processes which may have been evolving since thedawn of naval warfare. This challenge should not beunderestimated. AVEVA consultants, experienced in both naval andcommercial shipbuilding, can provide, not only extensive technicalsupport for system deployment, but also advice to assist theadoption of best practices already in use in the global shipbuildingindustry.

10. Further information

Comprehensive information about AVEVA and its products may befound on www.aveva.com.

AVEVA Marine product information is available atwww.aveva.com/marine.

Sales or general enquiries may be made throughwww.aveva.com/contact, which also provides contact details ofAVEVA offices around the world.


USNS Richard E. Byrd (T-AKE 4). Photograph courtesy of General Dynamics NASSCO.


Appendix AAVEVA Marine Case Studies

The following articles are reproduced from AVEVA’s Pipeline magazine.

Current and previous issues of Pipeline may beviewed or downloaded from www.aveva.com

Engaged in four segments‘ADSB specialises in four separate market segments: the construction,repair, refit and upgrade of naval and commercial ships. This makes us anexceptional shipyard in the Middle East,’ says William Stewart, ADSB’sVice President, Marketing.

‘We build ships in steel, aluminium and high-tech composite materials.ADSB’s 10th anniversary, in 2006, was celebrated with the opening of thenew composite workshop, the largest of its kind in the Middle East. The4,400m2 workshop will enable ADSB to build advanced composite vesselsfor the military and commercial markets and work is currently under wayon the construction of the new vessel outfitting facility of a similar size,which is due for completion by the end of 2009.’

Rapid expansion‘Since its foundation in 1996, ADSB has been through two majorexpansion programmes. The existing shipyard facility has been expandedwith three new dry berths. A new syncrolift transverse platform has beenadded and the steel fabrication area has been enlarged to facilitate twopanel lines. The assembly halls have been extended for building largerblocks of up to 70 tonnes.

‘We have the capacity for vessels of 100m in length with a 20m beam. Thesize of the vessels we can take into the shipyard is governed by the depthof the Channel of Mussafah.

The naval and commercial shipbuilder,Abu Dhabi Ship Building (ADSB) locatedin Mussafah near Abu Dhabi City in theUnited Arab Emirates, has expandedrapidly in recent years to become a mostprominent shipyard in the Arabian Gulfregion.

Notable aspects of the company’s recentexpansion are the doubling of steel shipproduction capacity and the addition ofseveral new dry berths.

To further increase productivity at theshipyard, AVEVA Marine was implementedin 2008.

Abu Dhabi Ship Buildingplays a key role in the Middle East

Magnus Feldt Industry Marketing Manager,

AVEVA

The Abu Dhabi Ship Building shipyard located in Mussafah near Abu Dhabi City in theUnited Arab Emirates. Photograph courtesy of ADSB.

Page 18 | AVEVA PIPELINE | 2009 Issue 2

‘From a modest beginning, ADSB has developed its personnel in all areas.In particular, we have created a strong design team with engineersexperienced in all aspects of shipbuilding. We have built up a huge fundof technological know-how within the shipyard. When the yard was firstset up, there was no industrial infrastructure in the area, so we had todevelop these skills and capabilities from zero.’

Strategic partnerships offer a wide range of proven products‘A core approach for us is to link up with leading strategic partners. Thesepartners are renowned and highly respected companies, selected for theirexpertise and specialist knowledge in designing and building naval andcommercial ships. We form new partnerships all the time. There are noexclusive partnerships.

‘ADSB today has ten strategic design partners from around the world. We source designs to suit customers’ requirements, then work with ourpartners to transfer technology to the UAE, to build the vessels in ourshipyard here in Abu Dhabi.

‘When a client has a demand for a specific type of ship, we aim to create apartnership with a company with specialised knowledge about this type,in terms of the design, materials and equipment. Working with partnersallows us to offer customers a wide range of proven products.

‘Our strategy is to develop detailed design work on the basis of existingdesigns or parts of designs. We have no intention of creating the designfrom the very beginning. Our partners already have this very specificknowledge for different ship types. Of course, we still have navalarchitectural expertise within ADSB. ADSB has the full capability of theAVEVA Initial Design application, including the ability to design hullshape, compartment layout, plus hydrostatic and hydrodynamic designanalysis.’

Implementation of AVEVA Marine‘Before we selected AVEVA Marine, we made a thorough evaluation of themarket-leading shipbuilding systems, followed by a benchmark test,’explains Andrew Bunney, ADSB’s Vice President, Technical and Quality.‘The system needed to support modular fabrication and extraction ofproduction information. It had to be a system which integrated thestructures and outfitting disciplines so that we would be able to apply the principles of concurrent engineering.

‘We had a need to work with 3D technology. From our earlier experienceof using 2D technology, we often found that necessary information forproduction was missing. This often led to costly rework due to designmodification late in the design process. We needed a more sophisticateddesign system for the advanced outfitting of ships, and one of ourreasons for selecting AVEVA Marine was precisely because of its advancedoutfitting features.’

Construction of the Baynunah Class corvettes for the UAE Navy. Photograph courtesy of ADSB.

ADSB’s first project with AVEVA Marine was to design and build two 42-metre steel landingcraft vessels for the Royal Bahrain Naval Forces. First steel cutting took place in May.Photograph courtesy of ADSB.

AVEVA PIPELINE | 2009 Issue 2 | Page 19

From left: Andrew Bunney and William Stewart.

AVEVA Marine 3D models of a steel landing craft vessel for the Royal Bahrain Naval Forces.Images courtesy of ADSB.

Page 20 | AVEVA PIPELINE | 2009 Issue 2

First project with AVEVA Marine‘Training took place on site at the yard and wascompleted in October 2008. At this time, ADSBwas awarded a contract to build four landingcraft vessels for the Royal Bahrain Naval Forces.Rather than outsourcing the design work, wedecided to take it on ourselves, and use AVEVAMarine for this project. So we went direct fromtraining into a real project which is to designand build two 42-metre steel landing craft.That was very tough but, with much-appreciated support from AVEVA’s Dubai office,we have managed it very well. First steel cuttingtook place in May this year.’

Production process can now easily be plannedAndrew Bunney continued, ‘The most importantbenefit of using AVEVA Marine is that we cannow easily plan the production process to savemoney in production. Previously, we havesuffered from an inadequate design forproduction process, resulting in a frequentneed for costly rework. Today, we cansignificantly reduce those costs. An importantfactor is that we can generate clash-freedesigns to avoid clashes in the complicatedareas of the ship, again avoiding costly rework.We can also see a benefit in using the shipmodel for planning and developingmaintenance routines.

‘During this project, we have seen the teams inthe different disciplines working very closelywith each other. They now prepare productioninformation through a much more efficientprocess. This will be further enhanced when wefully apply the AVEVA Assembly Planningapplication to generate the fabricationinformation for all stages of fabrication andassembly. This will allow us to achieve earlierefficient outfitting.’

Naval support service‘In recent years,’ explains William Stewart,‘ADSB has established joint ventures andservice agreements with leading companies toprovide support services to navies and securityorganisations in the Arabian Gulf region. ‘ADSB and its partners offer a range of navalsupport services across the full spectrum ofintegrated logistics support and training, aswell as outsourcing solutions for base facilitiesto support the marine fleets in the whole of theGulf Cooperation Council (GCC) region. Our aimis to help our GCC customers achieve,simultaneously, both greater operationalavailability of their fleets, and cost savings.’

Electronic systems integration‘Abu Dhabi Systems Integration (ADSI), locatedat the shipyard facility, provides a broad rangeof electronic systems integration, products andservices for military and commercial platforms.The company is the first in the Arabian Gulf toprovide world-class combat system integrationcapabilities.’

Full order bookWhen AVEVA visited ADSB, in April this year, theshipyard was extremely busy with new navaland commercial building projects. The followingnaval vessels are presently on order: six 72mBaynunah Class corvettes for the UAE Navy,twelve 34m patrol boats for the UAE CoastGuard, two 42m landing craft and two 16m SeaKeeper fast landing craft for the Royal BahrainNaval Force, twelve 26.5m missile patrol boatsfor the UAE Navy and thirty-four 16m fastinterceptors for the Critical NationalInfrastructure Authority(CNIA). Commercialvessels on order are two 1908 Multicats and two 2608 Stan tugs for DAMEN.

About ADSBAbu Dhabi Ship Building was founded in 1996.Having a shipbuilding yard in Abu Dhabi was avision of H.H. Sheikh Mohammed Bin Zayed toprovide a facility to support his Navy in theUAE.

ADSB is listed on the Abu Dhabi SecuritiesExchange (ADX) and its current shareholding is40% by Mubadala, 10% by the Abu DhabiGovernment and 50% by several thousandindividual shareholders.

ADSB employs more than 1,200 people of 26different nationalities. Many of the workforceare experienced naval shipyard workers fromIndia and the Philippines.

The naval shipbuilding range includes corvette-class vessels, missile strike craft and fast patrolboats, landing craft and logistic support ships,as well as a variety of high-speed troopcarriers, interceptors and assault boats.Commercial shipbuilding ranges from tug boatsand dredgers through to product tankers.

Visit www.adsb.net for more information.

| AVEVA PIPELINE | 2008 Issue 1

Sejong the GreatThe destroyer was named Sejongdaewang-Ham (Sejong the Great) afterthe legendary king of the Chosun dynasty who strove to protect hispeople and kingdom by fortifying the nation’s defences. The Republic ofKorea Navy (ROKN), which commissioned the ship, is now testing andoperating all the ship’s systems. The vessel will be deployed for navaloperations in 2009, after 18 months of tests.

The Sejongdaewang-Ham is the ROKN’s first KDX-III destroyer. Thesedestroyers are equipped with the advanced US AEGIS integrated radar andmissile defence system. Along with the existing 4,300-ton KDX-IIdestroyers, the Sejongdaewang-Ham will help strengthen Korean navaloperational power.

The KDX-III Class destroyers are among the first to implement the highlyadvanced AEGIS combat system with the RIM-116 Rolling Airframe Missileweapons system. The Sejongdaewang-Ham is also equipped withtorpedoes, anti-submarine rockets, 16 long-range anti-ship missiles and32 land-attack cruise missiles. AEGIS tracks and targets multiple threatsfrom other ships, aircrafts and missiles.

The standard displacement of the KDX-III Class is 7,650 tonnes, and itsfully loaded displacement is over 10,000 tonnes.

AVEVA Marine solutionsHHI has, in the past, used AVEVA Marine solutions to design and buildsubmarines and auxiliary service vessels. Work on the destroyer started inNovember 2004 and was completed in 30 months. AVEVA Marine solutionsplayed a key role in maximising efficiency by providing a single designdatabase system and a datacentric environment. Furthermore,collaboration between HHI and their subcontractors was facilitated withtools that integrated information for sharing in a secured and effectivemanner.

US manufacturing giant Lockheed Martin, which won the contract toprovide the AEGIS combat system for the destroyer, used AVEVA Marinesolutions for data translation and clash checking.

All the South Korean shipbuilders commissioned by the ROKN, namelyHyundai Heavy Industries, Daewoo Shipbuilding & Marine Engineering,Hanjin Heavy Industries and STX Shipbuilding, subscribe to AVEVA Marinesolutions. In the next few years, AVEVA Marine will play an important partin helping the ROKN to become a blue-water naval power.

Hyundai Heavy Industries(HHI) launches theRepublic of Korea’s firstAEGIS destroyerThe 7,650-tonne AEGIS destroyer, launched on May 25th 2007at HHI’s Special and Naval Shipbuilding Yard in Ulsan, SouthKorea, was designed and built using AVEVA Marine solutions.

Magnus FeldtCommunications Manager – Industry Solutions, AVEVA

‘AVEVA Marine solutions played a key role inmaximising efficiency by providing a single design

database system and a datacentric environment...’

AVEVA PIPELINE | 2008 Issue 1 | Page 27

About Hyundai Heavy IndustriesHHI is the world’s most productive shipbuilder, with roughly a 15% shareof the market, and more than 25,000 employees. Between 1972, whenconstruction of their first ships began, and the end of June 30, 2007, HHIhad delivered 1,273 vessels to 232 different shipowners, in 45 countries.

Since building and delivering the first ROK-built frigate in 1980, HHI hasgrown as a developer and builder of naval ships; and a leader in thedesign, development and building of frigates, submarines, destroyers,including the 7,650 tonnes KDX-III AEGIS destroyer.

HHI has also exported various naval ships to overseas markets such asNew Zealand, Bangladesh and Venezuela.

In total, the order book in October 2007 contained 340 vessels.

HHI can build all types of ships, including:• VLCCs, tankers, product carriers, chemical carriers• Container ships, bulk carriers, OBO carriers• Ro-Pax ships, Ro-Ro ships, pure car carriers• LNG carriers, LPG carriers• FPSOs• Submarines, destroyers and frigates.

In December 2004, HHI selected the AVEVA Marine portfolio of productsfor the design and production of commercial ships, naval ships andoffshore products at their shipyard in Ulsan, Republic of Korea.

In attendance for the launch were President Roh Mu-hyun, First Lady Kwon Yang-sook, Minister of Defense Kim Jang-soo, Chief of Naval Operations Song Young-moo, Chairman of the Korean Joint Chiefs of Staff Kim Kwan-jin, Commissioner of the DefenseAcquisition Program Administration Lee Sun-hee, Mayor of Ulsan Park Maeng-woo, CEO of HHI Choi Kil-seon, and 350 other guests.

Image courtesy of Hyundai Heavy Industries

Image courtesy of Hyundai Heavy Industries


Kalkavan Sedef shipyard implements AVEVA Marine to further increase productivityMagnus FeldtCommunications Manager – Industry Solutions, AVEVA

When we visited Kalkavan Sedef shipyard in Tuzla, Turkey, we found the site extremely busy. A new dry dock was under construction, a newly-built container ship was at the outfittingquay ready to be delivered in two weeks, and three container ships were being builtsimultaneously. The pace of progress is also high in the design office, where the design workhad begun on a 180,000 dwt bulk carrier. This will be by far the largest bulk carrier ever builtin Turkey.

We met Cumhur Kuter, General Manager, who explained the changes theshipyard is carrying out to further increase productivity to meet the newchallenges they are facing due to a very successful order intake. In theearly 2000s, the shipyard’s fabrication process was transformed into aworkstation-oriented workshop production line with modern panel-lineand assembly-line equipment. To support their fabrication process, Sedefimplemented AVEVA’s Tribon shipbuilding system for both their structuralsteel and their outfitting disciplines. A numerically controlled pipe-bending machine was also installed for the fabrication of pipe spools.

The increased accuracy of production information has substantiallyreduced rework and saved man-hours as well as material costs. Theshipyard has been able to reduce production time from first steel cuttingto delivery from eleven months to eight months. Their first ship in aseries of five container ships took 700,000 man-hours to build, while thefifth in the series required only 500,000 man-hours. Today, Sedef canbuild seven ships per year, compared to five similar ships before.

In order to further increase the shipyard’s production capacity and boostproductivity, a huge investment programme is currently beingundertaken. The shipyard is being extensively upgraded to allow thebuilding of larger container ships of up to around 4,500 TEU, and bulkcarriers of up to 180,000 dwt. The existing production facilities haverecently been further extended by a new panel line supported by theAVEVA Marine solution. When the new, enlarged prefabrication area iscompleted, it will be possible to carry out all operations under cover.

A 10,500 square metre dry dock is under construction, with an overheadgantry crane with a 500 tonne lifting capacity. A new pipe shop is alsonearing completion. Near to this berth, and already in use, is a highlyautomated painting facility, providing environment-controlled, enclosedconditions where all blocks can be painted and finished. This facility hasfour halls, up to 18 metres high, and covers around 3,300 square metres.

Using the AVEVA Marine system, the shipyard has now started thedetailed design work on the first of the three 180,000 dwt bulk carriers.The basic design was undertaken by the Turkish engineering company,Delta Marine.

The Turkish shipbuilding industry is very keento extend its shipbuilding facilities. For over 20years, the industry has been concentrated inTuzla Bay (shown below), where there are 44shipyards. Tuzla lies 50 kilometres east ofIstanbul, on the Sea of Marmara. Turkishshipbuilding is experiencing a genuine boomperiod, with all the shipyards in Tuzla fullybooked for the coming years. These shipyardsare building more and more ships, of increasingsize and complexity. During the last two years,

the Tuzla Bay shipyards have invested heavily toallow them to handle these larger ships. Thereis, however, still a lack of space for significantexpansion.

To address this, several new shipyards are beingbuilt in Turkey, most of which have the capacityto build larger ships than those in Tuzla. TheTurkish government has initiated the Yalovaproject to create a new shipbuilding centre, andnew shipyard sites are planned also at Eregli on

the Black Sea coast, at Karabiga in theDardanelles, and in Mersin and Adana.Turkey is an emerging global shipbuildingpower. The Turkish shipbuilding industryemploys 25,000 people. The size and number ofships being built is increasing steadily and theirdesigns are growing in complexity andsophistication. There have also been majorimprovements in quality and efficiency withinthe industry.

AVEVA PIPELINE | 2008 Issue 1 |

Cumhur KuterGeneral Manager,

Kalkavan Sedef shipyard

‘The increased accuracy of production information has substantially reducedrework and saved man-hours as well as material costs...’

About Kalkavan Sedef shipyardKalkavan Sedef Shipbuilding and the vesseloperator, Turkon Maritime, belong to theKalkavan group. Sedef shipyard was firstestablished by the STFA group as a company inthe shipbuilding industry sector in Gezbe in1972. In 1990, after winning the contracts for aseries of new projects, the current modernshipyard was opened in Tuzla. The new site hasbeen controlled by the Kalkavan group since2000. The Kalkavan Sedef shipyard is bookedfully until 2010, building a series of containerships and bulk carriers for its parent group,Turkon Holdings.

Visit www.kalkavanshipyard.com for moreinformation.

Turkish shipbuilding industry extends its shipbuilding facilities

The container feeder vessel ‘Erkan K’, built at Kalkavan Sedef shipyard. Image courtesy of Kalkavan Sedef shipyard


Kawasaki – Japan's foremostLNG carrier shipbuilder

Kawasaki's shipyard in Sakaide, 130km south-west of Kobe City. Photograph courtesy of Kawasaki Shipbuilding Corporation

The author recently met the seniormanagement from the Ship DesignDepartment in Sakaide. AssociateDirector, Akio Murakami, SeniorManager, Shuji Nonoguchi, andManager, Jiro Matsuno kindly madetime available to talk about theiroperations, away from their busyschedules designing ships andmanaging a department of 300engineers and draughtsmen.

Kawasaki Shipbuilding Corporation (KSC) has a richshipbuilding history, dating back 130 years to 1878,when its first dockyard was established. At that time,Kawasaki's Tsukiji Dockyard was located in Tokyo,building Western-style steel ships to help feed the rapidindustrialisation of Japan.

KSC, AVEVA's first marine customer in Japan, has been usingAVEVA solutions for the detailed and production design phasesof commercial and naval vessels since 1994. AVEVA solutionsare used in both Kawasaki's Kobe and Sakaide shipyards.

2008 Issue 2 | AVEVA PIPELINE | Page 17

KuanChuen Tan, Technical Writer, AVEVA Asia Pacific

At the helm of the Ship Design Department in Sakaide.From left: Senior Manager, Shuji Nonoguchi,

Associate Director, Akio Murakami and Manager, Jiro Matsuno

About Kawasaki Shipbuilding CorporationPreviously part of Kawasaki Heavy Industries, KSCbecame independent from the conglomerate in 2002,as part of a corporate restructuring exercise, aimed atstreamlining business processes to compete withintense competition in the global shipbuildingmarket. KSC currently has shipyards in Kobe andSakaide, each specialising in different vessels: Kobein bulk carriers and submarines, and Sakaide in LNG,LPG and bulk carriers.

Visit www.khi.co.jp for more information.

Concentrating on LNG carriersKSC's office in Kobe is responsible forthe contract and initial designphases, while the team at Sakaidetakes over for the detailed andproduction design phases usingAVEVA's solutions. The designdepartment here has beenconcentrating mainly on LNG carriersfor the past few years. The Sakaideyard's order books are full right up to2011, as Japan strives to ensure astable supply of LNG to meet energyneeds. The country remains by far theworld's largest importer of LNG,accounting for 40% of globalimports.

KSC is the pioneer in Moss-type LNGcarriers – the company designed andbuilt Japan's first LNG carrier in1981. Since then, the designdepartment has come a long way indesigning carriers with greatercarrying capacity.

The design team's most recentdesign, a 177,000 m3 LNG carrier, isexpected to set the latest standardfor LNG carriers, in addition to thecurrent 147,000 m3 class vessels. Thenew carrier design inherits thefeatures of its 147,000 m3predecessor, namely, a combinationof high propulsive performance witha conventional hull size.

Akio Murakami told us, 'At themoment, we can only build three LNGcarriers a year. Production is limitedby the fact that our yard cancomplete twelve Moss LNG tanks perannum, which translates into amaximum of three carriers, with fourtanks per carrier. We are currentlyupgrading our tank constructionfacility here to increase capacity tosixteen tanks (four LNG carriers) ayear.'

With a capacity of six to sevenvessels per year, the Sakaide yardalso builds LPG carriers and bulkcarriers in addition to the three LNGcarriers built annually.

To increase structural and engineefficiency'KSC is also actively researching waysto increase the structural and engineefficiency of our ships. We designedthe SEA-Arrow (Sharp Entrance Anglebow as an Arrow) to minimisebow-wave resistance and to boostpropulsive performance. We are alsoinvolved in the design of anadvanced steam reheat turbine plantfor propulsion, running on both fueloil and Boil Off Gas. This plantemploys a reheating cycle to returnthe steam used in the high pressureturbine to the boiler, where it isreheated and sent into theintermediate pressure turbine. Thedesign will achieve significantimprovements in fuel consumptioncompared to conventional methods,'Murakami further explained.

Joint venture shipbuildingenterprise in ChinaKSC is also involved in a jointventure shipbuilding enterprise withChina Ocean Shipping Company(COSCO). Nantong COSCO KHI ShipEngineering Co., Ltd (NACKS) startedoperations in Jiangsu Province, Chinain 1995. Initially, KSC's Ship DesignDepartment was responsible for thedetailed and production design ofships built there but, once thetransfer of technology and trainingwas completed, the design team atNACKS was able to run operationsindependently. NACKS also subscribesto AVEVA solutions.

VANTAGE Marine 11.6 chosen by shipbuilders in booming Turkish market

22 AVEVA Pipeline • 2007 Issue 2

Turkish shipbuilding industry plans for more than 100 shipyardsMost Turkish shipyards are concentrated in Tuzla Bay, 50kilometres east of Istanbul. Here, there are 37 private shipyards, many of which are clients of AVEVA. Theseinclude: Celik Tekne Shipyard, RMK Marine, SedefShipyard, Selah Shipyard, Tersan Shipyard, TorgemShipyard and Tuzla Shipbuilding Industry. In the past twoyears, considerable investment has been made by shipyardsin the Tuzla area, to allow them to handle larger ships,although there is a shortage of space for significant shipyard expansion. The maximum size of vessel that canbe built in the Tuzla area today is around 30,000 tonnesdeadweight.

Several new shipyards arecurrently being built inTurkey, for example, in theIzmit Bay, Black Sea, andMarmara Sea areas. Most ofthese new facilities have thecapacity to construct largerships than is possible in theTuzla area.

Prof. Dr. A Yücel Odabasi

A VANTAGE Marine 3D model for systems on a deck

'Government initiatives to develop the industry over the lastfew years have seen shipbuilding capacity increase, from justover 650,000 tonnes deadweight in 2003, to a current levelof 1,400,000 tonnes. The Turkish shipbuilding industry currently employs 28,500 people, an increase of 15,500 infour years,' explained Prof. Dr. A. Yücel Odabasi, Professorat Istanbul Technical University, and former chairman of theBoard of Türk Lloydu, the Turkish classification society thatrecently signed a cooperation agreement with Lloyd'sRegister to help enhance maritime safety and encouragetechnical excellence.

Professor Odabasi continued, 'Turkish shipyards are currently building between 150 and 200 ships of differentsizes. There are 56 private shipyards in Turkey building newships. This sector is aiming for expansion, with a goal of atotal of 100 shipyards within the next few years. These figures all point to an emerging global shipbuilding power.'

The professor concluded, 'Turkey's position is particularlystrong in niche market segments, especially small chemicaland product tankers. The production of mega yachts, and60- to 90-metre yachts, makes up a large part of the Turkishshipbuilding industry, where Turkey is one of the leadingcountries worldwide. Turkish shipbuilders will need to seeknew and alternative types of ships, such as Ro-Ro, Ro-Paxand mid-size LNG tankers.'

Turkey is an emerging global shipbuilding power. The number and average size of the ships being built there is increasingsteadily, and the designs are growing in complexity and sophistication. There have also been major improvements in quality and efficiency within the Turkish shipbuilding industry.

Delta Marine and Uzmar Shipyard are two significant examples in this booming market. Both companies have recentlyselected AVEVA's VANTAGE Marine system for the design and building of their ships.

Image courtesy of Delta Marine

2007 Issue 2 • Pipeline AVEVA 23

Delta MarineThe ships currently being built by the Turkish shipyards arebeing designed primarily by three local, leading designcompanies, namely Delta Marine, Admarin, and Navtek.All three companies are using ship design and productionsystems from AVEVA.

Delta Marine, a fast-expanding design and engineeringcompany, was founded in 1996 by the current chairman,Bülent Sener, and a team of naval architects. Since then,Delta Marine has developed a wide range of ship designtypes including chemical tankers, bulk carriers and container ships. Delta Marine today employs more than 70people.

Delta Marine recommended VANTAGE Marine forthe MILGEM class corvette projectDelta Marine was one of the first companies to chooseTribon M3 as their new 3D modelling software, and thenbecame one of the earliest skilled users of AVEVA's solution, VANTAGE Marine. One of the most importantmilestones in this process is the Turkish Navy's well-knowncorvette project, MILGEM, where Delta Marine is workingon detailed 3D modelling, using VANTAGE Marine.

Bülent Sener explained, 'Delta Marine recommended theVANTAGE Marine system to the Turkish Navy for the designand building of a new class of corvette. Delta Marine isusing the VANTAGE Marine system to create the basic andthe detailed design models of the MILGEM class corvette. InJune 2006, 15 designers from Delta Marine moved to thedesign office of the Istanbul Naval Shipyard, to start the 3Dmodelling work. A complete 3D model of the corvette isbeing created, and the first steel was cut this February.When the design task is completed, the Naval Design Officewill use the VANTAGE Marine 3D model of the corvette formodifications and maintenance.'

He continued, 'Delta Marine recommended that the Navyshould use VANTAGE Marine for the design and productionof the corvette because of its highly user-friendly and efficient user interface, and because of the ease with whichproduction information, such as pipe spools, pipe sketchesand isometric drawings for production, can be created.'

Bülent Sener concluded, 'Delta Marine also regards theVANTAGE Marine system as a long-term commitment fromAVEVA. For the MILGEM project, the first four corvettes willbe built based on the current design, while the design of thefollowing eight corvettes will be modified. It is therefore veryimportant for us to use a system that will be available formany years ahead.'

Dirim Sener, Delta Marine's Planning Department Managerexplained, 'We compared the time needed using a 2D drawing system, the Tribon system, and VANTAGE Marine,to creating a deck-outfitting design and in 3D for a chemical tanker. The task took approximately 80 man-dayswith the 2D system, and 50 man-days with Tribon, butneeded only 30 man-days with VANTAGE Marine.'

A notable current project is the design of a 180,000 tonnesdeadweight bulk carrier, to be built at the Sedef Shipyard.Delta Marine has initiated the design of general arrangement, midship section and classification drawings,and intends to use VANTAGE Marine for the 3D modellingof both hull and outfitting. This bulk carrier will be thelargest ship ever built in Turkey.

About Delta Marine

Delta Marine provides highly detailed engineering serviceand design work for a wide range of ships, including commercial ships (tankers, containers, bulk carriers, fishingvessels, passenger vessels and ferries), naval ships andsmall yachts. During the whole ship-design process, DeltaMarine develops the conceptual design, feasibility analyses,technical specifications, basic and classification plan,detailed engineering of hull and outfitting, instructionbooks and manual preparation, interior design and alsoship theory calculations. The company also has an in-house software development capability.

Visit www.deltamarine.com.tr for more information.

A VANTAGE Marine 3D model of the aft with the engine room

From left: Dirim Sener, Planning Department Manager, andBülent Sener, Chairman of Delta Marine

Image courtesy of Delta Marine

MILGEM class corvette programMILGEM, from the Turkish words Milli Gemi (National Ship), is the new Turkish corvette program.

The Turkish Naval Forces (TNF) MILGEM class corvette project will, as far as possible, be completed using local contractors, and employing local facilities and capabilities. The classification society, Türk Lloydu, is responsible for the survey of the design and construction of these corvettes.

The first corvette is currently under construction. A total of twelve MILGEM class corvettes will be built for the Turkish Navy,with possible exports to other countries. The design stands currently at approximately 99 metres overall length, and around2,000 tonnes in displacement. The first four corvettes will be built at the Istanbul Naval Shipyard, formerly the Pendik shipyard.

VANTAGE Marine in TurkeyThe VANTAGE Marine system from AVEVA is in use today in the following Turkish shipyards: Admarine Shipyard, IstanbulNaval Shipyard, Tersan Shipyard, TVK Shipyard and Uzmar Shipyard. VANTAGE Marine is also used by design engineering companies Delta Marine, Admarine, and Sub-Marine Muhendislik. In addition, several further shipyards inTurkey are already planning to implement the AVEVA Marine solutions.

Magnus FeldtCommunications Manager, Industry Solutions, AVEVA

24 AVEVA Pipeline • 2007 Issue 2

Uzmar ShipyardUzmar Shipyard is one of the new shipbuilding facilitiesbeing built at Izmit Bay, about an hour's drive fromIstanbul. A new assembly workshop is being erected, astwo tugs are being built within the workshop. We met theshipyard manager, Tanju Köse, formerly production manager at Sedef Shipyard, and an experienced Tribonuser.

'At Sedef Shipyard, we used both the Tribon Hull and theOutfitting system for the design and production of ships. Myexperience of using Tribon will be used here at UzmarShipyard,' explained Tanju Köse.

He went on, 'Uzmar Shipyard specialises in building tugs forexport. The shipyard facility is not completed, but these twotugs are being built and will be delivered in the summer of2007. In July 2007, the series production of six tugs willstart. Our designers are using VANTAGE Marine for thedesign of these tugs. We aim, within one year, to raise production at the shipyard to twelve tugs per year.'

'Uzmar Shipyard can build ships of up to 140 metres in length, with the optimum lengthbeing 80 metres. Today, we are focused on tugs but, in the coming years, we look forwardto building specialised products, such as service ships. The shipyard currently employs 50people.'

Tanju Köse concluded, 'We selected VANTAGE Marine after a thorough evaluation ofAVEVA's solutions, in competition with other software companies. We agree with AVEVA thatVANTAGE Marine answers the needs of shipbuilding for the future. As a Tribon user, I foundthe Hull features in VANTAGE Marine immediately familiar. Our designers are also veryhappy with the outfitting capabilities of the system.'

About Uzmar

Uzmar Shipyard is owned by the Uzmanlar Shipping Trade company, a provider of pilotageand towage services, whose main office is in Izmir.

Visit www.uzmar.com for more information.

A VANTAGE Marine 3D modelImage courtesy of Uzmar Shipyard

Tanju KöseShipyard Manager, Uzmar Shipyard

2007 Issue 1 • Pipeline AVEVA 11

General Dynamics NASSCO, in San Diego, is the largest

shipbuilder on the United States Pacific Coast. Since 1959,

NASSCO has designed and built over fifty ocean-going

commercial ships, and more than fifty ships for the US

Navy. These vessels include combat logistics support ships,

amphibious transport ships, destroyer tenders, hospital

ships, oil tankers and containerships.

In 1992, a study by the US Joint Chiefs of Staff concluded

that the United States had insufficient ships to transport

military equipment overseas. Between 1993 and 2002,

NASSCO built eight new logistic ships and converted three

commercial ships for military use.

In 2001, NASSCO won an order to upgrade the US Navy’s

logistics force with advanced underway re p l e n i s h m e n t

ships. These ships would be designated the T-AKE class by

the US Navy. According to plan, their overall length is

210m, their moulded beam is 32.2m (the maximum for the

Panama Canal) and their displacement is 41,000 metric

tonnes. These ships would deliver ammunition, provisions,

stores, spare parts and fuel to aircraft carrier battle groups

and other naval ships.

In addition to storing the different cargo types, there would

be sophisticated systems onboard to easily facilitate the

movement of that cargo to the upper decks for transfer to

other ships or onto the quay. The

ships would carry two helicopters for

transferring cargo. They would also have

the naval communications systems

needed to enable them to operate with

the warships that they supply.

At the start of the project, NASSCO

prepared a number of different concept

design variants in AVEVA’s Tribon system,

then used Tribon to present the designs to

the US Navy’s Military Sealift Command

for selection of the final variant. NASSCO

then used AV E VA’s Tribon system to

develop the detailed production design.

Because of the volume of work and the

timescale, NASSCO's in-house work was

supported by Tribon-using design

companies in Europe and Canada.

Design data from these companies was

sent to NASSCO, then checked and

incorporated into the overall design.

NASSCO and AVEVA worked together to

develop additional data management

capabilities, particularly for the

c o n figuration management of the

individual ships in the class.

The first ship in the class, named Lewis and Clark after

famous US explorers, was completed and delivered to the

US Navy in June 2006. The shipyard is scheduled to

deliver as many as three T-AKE ships in 2007.

In addition to the T-AKE ships, NASSCO also designed and

built four Alaska class oil tankers for BP Shipping Ltd.

These double-hulled tankers have 20 separate cargo oil

tanks and a capacity of 1.3 million barrels. Their cargo

pipes are inside the hull to minimise the risk of cargo

spillage. The first tanker was delivered in August 2004; the

last was delivered in August 2006.

In April 2006, NASSCO announced an agreement with

Daewoo Ship Engineering Company (DSEC) of the

Republic of Korea, to build ships for the US market. DSEC

will provide detail designs and support services. NASSCO

will obtain the material and provide the labour and facilities

to build the ships. NASSCO and DSEC both use the same

ship-designing and building software from AVEVA. In

August 2006, NASSCO received its first order for

DSEC-designed ships from Delaware-based US Shipping

Partners, Ltd. The order was for nine product carrier

tankers and five option ships. When placed in service, the

ships, which are intended for US coastal transport, will have

a cargo capacity of 331,000 barrels.

General Dynamics NASSCO deliversthe first T-AKE to the US Navy

Lewis and Clarke

Delivered by General Dynamics NASSCO to the

US Navy in June 2006

Photograph courtesy of General Dynamics NASSCO

Americas Region Headquarters

AVEVA Inc10350 Richmond AvenueSuite 400Houston, Texas 77042USA

Tel +1 713 977 1225Fax +1 713 977 1231

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AVEVA Asia Pacific DivisionLevel 59, Tower 2PETRONAS Twin Towers KLCC50088 Kuala LumpurMALAYSIA

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AVEVA GmbHOtto-Volger-Str.7cD-65843 SulzbachGERMANY

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AVEVA Group plcHigh CrossMadingley RoadCambridge, CB3 0HBUK

Tel +44 (0)1223 556655Fax +44 (0)1223 556666

AVEVA believes the information in this publication is correct as of its publication date. As part of continued product development, such information is subject to change without prior notice and isrelated to the current software release. AVEVA is not responsible for any inadvertent errors. All product names mentioned are the trademarks of their respective holders.

© Copyright 2010 AVEVA Solutions Limited. All rights reserved. WP/AN/10

www.aveva.com

Headquartered in Cambridge, England, AVEVA Group plc and its operatingsubsidiaries currently employ more than 800 staff worldwide in England,Australia, Austria, Brazil, Canada, China, Dubai, France, Germany, Hong Kong,India, Italy, Japan, Malaysia, Mexico, Norway, Russia, Saudi Arabia, Singapore,Spain, Switzerland, Sweden, South Korea and the USA.

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