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International Journal of Computer Integrated Manufacturing, Vol. 18, No. 6, September 2005, 427 – 441

A model for a simulation-based shipbuilding system in a shipyard

manufacturing process
H. KIM*, S.-S. LEE, J. H. PARK and J.-G. LEE

Korea Research Institute of Ships and Ocean Engineering/KORDI, P.O. Box 23, Yusung,
Daejeon, Korea

This paper is concerned with simulation-based approaches in the shipbuilding industry

such as digital shipbuilding, simulation-based design (SBD), and a virtual shipyard. A
simulation-based shipbuilding model based on the function model of ship design and the
process model of ship manufacturing is suggested. For application and implementation of
the proposed model, the process model for block erection processes is designed using
IDEF0 and UML methodologies. In addition, an application is developed to evaluate the
validity of simulation-based shipbuilding models. This application is called the virtual
assembly simulation system for shipbuilding (VASSS), which can simulate crane
operation and block erection in a virtual dock.

Keywords: Digital shipbuilding; Simulation-based shipbuilding system; Process modelling

structures include thousands of different parts. The

1. Introduction
The emerging information and communication technolo-
gies of shipbuilding industrial environments are rapidly
changing. To respond to this changing situation, new
concepts have matured such as the concrete method. In
particular, all efforts are shown to be concentrated on the
realisation of the concept of simulation-based design (SBD)
based on a 3D ship CAD system.
The objective of such concepts are the computerisation
of the whole process of ship production, the detection of
errors in the initial stages of the process by making use of
such technologies as simulation and virtual reality, and the
performance of efficient decision making.
At present, research related to simulation-based ship-
building systems and their applications are incomplete, and
design demonstration of constructed ships is only partially
done for use in sales or assembly simulation of welding
robots. Research aimed at the realisation of a virtual
shipyard in an integrated environment have yet to be
conducted, as new concept ships and large marine
performance and cost of hardware and software that can
process such a vast amount of information can be difficult
to achieve under irregular working environments.
In addition, a few characteristics of shipbuilding industry
could also be the reason that such research has yet to be
conducted. Generally, shipbuilding is order based and a
new design is made for each new ship. Furthermore, the
whole process from contract and design to building
happens concurrently. The cycle of design/manufacturing/
maintenance is repeated, where through each stage,
information becomes more detailed. Many processes are
mainly dependent on human labour and require qualitative
information making it difficult to extract detailed informa-
tion in early stages.
The only possible way to overcome these limitations and
reduce the lead-time of the process from design to
manufacturing is through the use of computers. Since
computers are already widely used, and the current level of
their usage is very high, a simulation-based shipbuilding
process can lead to greatly reduced manufacturing time

*Corresponding author. Email: kht@kriso.re.kr

International Journal of Computer Integrated Manufacturing

ISSN 0951-192X print/ISSN 1362-3052 online ª 2005 Taylor & Francis
http://www.tandf.co.uk/journals
DOI: 10.1080/09511920500064789
428 H. Kim et al.
compared with the conventional sequential process from
design through process planning to manufacturing. Using
simulation-based approaches in the early design stages
makes it easier to change designs, resulting in big savings in
cost and performance.
Evaluation of production capability in the early design
stage is very important. In other words, early evaluations of
design and manufacturing activities occupy a low percen-
tage of total cost, but they have big effects on cost
reduction. However, in general, early evaluation requires a
vast amount of information on design and manufacturing
and is not an easy task.
On the other hand, as shown in figure 1, the shipbuilding
process, from feasibility study through erection and
outfitting to painting, has been always renewed with respect
to design technology, manufacturing technology, managing
technology, and improvement on system and machineries.
Currently, computers are used in design, manufacturing
and production management and will, in the near future, be
widely used in simulation-based shipbuilding using infor-
mation technology such as modelling and simulation.
Figure 1 shows the transition of shipbuilding process
technologies from the viewpoint of ship function and
process.
If a simulation-based shipbuilding system is used, all
elements and activities (both in design and manufacturing)
that are required for product development will be modelled
Figure 1. Transition of shipbuilding process technologies.
in a computerised product model, and the whole design and
manufacturing process can be simulated in a computer
environment.
In this paper, related technologies, areas of application,
and methods of digital shipbuilding in the shipbuilding and
marine industries are presented. Then, a simulation-based
shipbuilding model for ship design and production is
suggested. In addition, a virtual assembly simulation
system for shipbuilding (VASSS), a tool for crane oper-
ability and block erection simulation in virtual docks based
on the 3D ship product model, will be introduced.
2. Literature review
Recently, much government funded research has been
conducted for the purpose of turning the originally labour-
intensive and experience-centred shipbuilding industry into
a knowledge-based and technology intensive industry with
advancements in information technology based on compu-
ter technology.
The United States Navy’s Defense Advanced Research
Projects Agency (DARPA) runs a SBD programme in
order to develop a design system/environment that can
reduce the cost of system design and developments, reduce
development time, and verify and reduce risks. Starting in
1996, phase I of the SBD programme established an
environment for the implementation of SBD, and in phase
 Model for a simulation-based shipbuilding system
II, SBD architecture that supports verification of phase I
concepts are being developed (Cardner 1993, Fast 1996).
DARPA has tried to develop a few prototypes to apply the
SBD concept in feasibility studies and follow-up research.
Good examples are the operation simulation of LPD-17, a
next generation carrier, NSSN submarine development of
General Dynamics Electric Boat Division, and Mobile
Offshore Base of the Gulf Coast Region Marine Technol-
ogy Center (GCRMTC). The technology used in these
development processes is being commercialised. In addi-
tion, Bath Iron Works (BIW) performed a simulation of
crane usage, floating dry-dock usage, dock and pier usage,
installation and removal of production equipment, emer-
gency vehicle movement and routes through yards, and
personnel emergency evacuation routes from ships (Hugan
2000). The Virtual Reality Laboratory (VRL) in the
University of Michigan is doing research on the application
of virtual reality, such as immersive virtual reality and
augmented reality, to industry (Beier 2000). This research
includes structural walk-through modelling, accident simu-
lation and training simulation. Projects related to virtual
prototyping and virtual reality are ship motion simulation,
and virtual simulation of the shipbuilding process.
Traditionally, Europe has led shipbuilding system
technology and naval/marine related organisations con-
ducting inter or international projects by the European
Community under the Competitive and Sustainable
Growth (GROWTH) Programme. Representative of such
programs is VRSHIPS-ROPAX 2000 led by the University
of Strathclyde with many European naval-related organisa-
tions and run as a part of the Thematic Network (TN)
SAFER EURORO II on ‘Design for Safety’. VRSHIPS-
ROPAX 2000 aims at producing an integrated virtual
environment for a life-cycle ship design. It addresses the
need for the test of various design elements by producing a
virtual model of a passenger ferry (Safer EURORO II
2001). Also, the Ship Stability Research Centre (SSRC) at
the University of Strathclyde is conducting research on
computer technology applications and interfaces between
human factors as a means of achieving the objective of
shipyards such as user requirements, competitiveness of
ships, cost efficiency, and safety, under the rapidly changing
environment of the shipbuilding industry (Vassalos et al.
2001). The main project includes Sub-sea Navigation of
Remotely Operated Vehicles (ROV) and Evacuation
Simulation of Ro-Ro Ferry Ships.
Japan is trying at governmental level to maintain its
current level of technology and competitiveness while
turning the shipbuilding industry into a futuristic industry.
Under the direction of the Ship and Ocean Foundation
(SOF), the Computer Integrated Manufacturing for Ship-
building (CIMS) project was begun in the mid-1980s and
was succeeded by the General Product Model Environment
(GPME) project in 1996 to acquire technology for putting
429
ship CIM models to practical use (Nagase et al. 1997).
Recently, the GPME-based advanced CIM, which is
related to knowledge sharing technology, and the LINKS
project for implementing a virtual shipyard under the
CALS concept were completed.
The shipbuilding industry in Korea is number one in the
world in the amount of building, but in terms of quality of
technology, it still lags behind other countries. In Korea the
Computerised Ship Design and Production System (CSDP)
project led by the Korea Research Institute of Ships and
Ocean Engineering (KRISO) was initiated to acquire ship
CIM-based technology and the ship manufacturing system
integration technology development project for acquiring
application technology was completed and, recently,
preparations have been made for ship CALS/EC develop-
ment (Lee 1999).
3. Simulation-based shipbuilding model
Up to now, researches related to simulation-based ship-
building system and its applications are incomplete, and the
design demonstration of a constructed ship is only partially
done for the use of sales or assembly simulation of welding
robots. Researches aimed at a virtual shipyard in an
integrated environment are yet to be seen. The reason for
this is that new concept ships and large marine structures
include thousands of different parts, therefore the perfor-
mance and cost of hardware and software that can process
such a vast amount of data can be difficult to achieve under
irregular work environment.
For example, each manufacturing process such as
ordering raw material, processing, sub-block assembly
and grand-block assembly, can be simulated and the raw
material ordering plan and scheduling can be evaluated at
an early stage, thus minimising cost and time and efforts
used in work balancing. To optimise the whole process of
design and manufacturing, an integrated design database
containing information related to manufacturing equip-
ment, human resources, part cost, and part supplier in
addition to conventional design data is required.
The core technology to enable the simulation-based
shipbuilding system is the product model. The product
model is a data structure containing all the data required in
the whole process from contract to manufacturing. In the
product model manufacturing any related data, such as the
manufacturing plan and the daily plan, is added to the
CAD information in design. In order to establish a
product-modelling system, a next generation CAD system
different from previous CAD systems is required. The
reason many shipyards have difficulties in developing a
daily planning system is that previous CAD systems cannot
provide the necessary data at an appropriate time.
Currently, discussion on introducing the next generation
CAD system is expanding from major shipyards and issues
430 H. Kim et al.

about utilising the next generation CAD systems, as well as . Ship type and form is very diverse and it is difficult to
expanding conventional CAD systems to take account of standardise since the design process is done according
manufacturing and production planning related informa- to the user’s requests.
tion, is being partly resolved. This study aims to achieve . Material procurement and manufacturing begins
integration of digital shipbuilding with the next generation while the design stage is not complete, so engineering
CAD systems using modelling and simulation technology. changes and materials replacement are expected in
Table 1 shows the possible way to improve previous manufacturing stage.
shipbuilding process. . Shipbuilding is labour intensive industry that is very
difficult to mechanise and automate, so a lot of
qualitative information are processed.
3.1 Overview of shipbuilding process
The shipbuilding process starting from order to delivery
can be divided into the design stage and the manufacturing
stage. The design stage can be further divided into contract
design performed for the negotiation with the ship owner,
basic design to meet the requirements of ship owner, and
detailed design performed in a functional aspect. On the
other hand, the manufacturing process includes pre-
processing, fabrication, assembly, precedence outfitting,
painting, precedence block erection, block erection, out-
fitting, etc, and these processes occur in a very complex
pattern over a long period of time. Figure 2 shows the flow
of the shipbuilding process.
These shipbuilding processes are different from other
typical manufacturing processes in the following character-
istics: Figure 2. Flow of shipbuilding process.

Table 1. Comparison of conventional and simulation-based shipbuilding process.

Items Conventional shipbuilding process Simulation-based shipbuilding process

Overview Production planning considering manufacturing New shipbuilding design paradigm integrating detailed
constraints after detailed design. design and production design.
Method Manual task by experienced worker using design Application of 3D model data.
information (drawings).
Automation (block weight, welding length).
CAD Immature CAD technology. Application of 3D CAD technology.
Concept Cannot evaluate quality, cost and lead time as whole. Optimal manufacturing planning.
No systematisation of work sequence and work order Using evaluation function according to constraints of
for final worker. work-load and facility.
Determination of optimal work method and work unit.
Yard indication No systematisation of yard knowledge. Systematisation of yard knowledge
Premise Cannot acquire product information for planning early Enable supply of digital product data for
enough. systematisation and automation of process planning
and scheduling in the integrated 3D CAD
environment.
Cannot reflect design change by process planning to
CAD system.
Reflection of actual result Process planning considering production planning and Simulation reflecting scheduling and actual results with
yard situation is not possible. high accuracy for actual work order is possible.
Pre-requirement Representation of process capacity. Standardisation (part, work method).
Classification of park group.
Improvement of design and manufacturing process.
Relation of CAD and automation system.
Generation, maintenance and management of results.
Related technology Standardization and coding technique. Optimisation technique (rule-based inference, AI).
Group technology (GT). Concurrent engineering (CE).
 Model for a simulation-based shipbuilding system
. While materials are big and heavy, required accuracy
is high and structure is complex, so it is difficult to
standardise manufacturing process.
. Ships with different specification are built at the same
time, and a lot of information is required for
management of each ships.
Because of the above reasons, building a prototype for
verification of product validity and quality assurance is
practically impossible in the sense of manufacturing cost
and time. Therefore, in order to increase efficiency in
shipbuilding, the extraction of detailed design and manu-
facturing information is required, and such information
needs to be exchanged and integrated with simulation-
based manufacturing technology.
3.2 Framework of simulation-based shipbuilding model
To establish a simulation-based shipbuilding environment,
the most important factor is successfully resolving the
planning problem. Planning in the shipbuilding process is
the process of devising a method that minimises the effects
of design change and delay, supports the appropriate
manufacturing method, and maximises the usage of
resources in decision making (Kim et al. 2002).
However, if planning and production are done without
the optimisation of decision making during the design and
manufacturing process, unexpected delays, unwanted mod-
ifications, and various other problems may occur. In other
Figure 3. Framework of simulation-based shipbuilding model.
431
words, to solve problems after the beginning of the
planning and production requires changes in plans such
as the reassignment of resources. In short, in order to
accurately plan the shipbuilding process, technology for
implementing dynamic simulations is required.
For dynamic simulations, definitions of all of the
shipyard facilities and manpower resources, and also of
the work and processes involved in shipbuilding are
required. The construction of a simulation model is done
after these definitions and to model and analyse the
manufacturing flow. Such a simulation model can analyse
problems in products and processes, and optimise the
overall design process.
Simulation-based shipbuilding based on 3D CAD systems
can be described as a concept that enables the product and
process simulation of a wide range of the whole of the
product life cycle including the design, production, and
maintenance under virtual computer environments.
Figure 3 shows the framework of the simulation-based
shipbuilding model. To realise simulation-based shipbuild-
ing, it is necessary to perform both function modelling of
the design and operational resources related to ship
functions, based on a 3D virtual ship prototypes and
process modelling of the manufacturing processes, related
plans, and manufacturing resources. The results of such
modelling and information of virtual ship prototypes
should be shared between shipyards, ship registration
offices, engineering companies, ship owners, and marine
transport companies under a virtual environment.
432 H. Kim et al.
The product model in figure 3 is a database including the
complete definition of the ship being developed. This model
in not restricted to geometrical information, and includes
non-geometrical parameters such as physical characteristics
and performance parameters of all the elements in the
system. Here, the product modelling function of ship design
and development is dependent on commercial CAD
systems.
The virtual prototype based on the product model is in the
form of a product model, function model, and process model
combined, and should be manipulated in a virtual environ-
ment. For the virtual prototype to achieve the real time
response required in a design and development environment,
a high power computer that can recalculate the vast geometry
database that composes a part of the product model is
required. In addition, in order to ensure real-time responses
to input data and interaction among prototype, system, and
environment, high computing power that can process
countless calculations related to the function model are also
required. Currently, computer systems that can manage such
a large amount of data in a design environment are not
commercially availablea . However, designers, developers,
operators, and manufacturers use only part of the product
model database, according to their needs. Therefore, a
collection of small prototypes adequate for each function,
rather than one complete prototype with all the necessary
functions, is more realistic.
The function model has a close relation with ship design.
To be a virtual prototype that is meaningful in engineering
sense, its behaviour should be exactly expressed. In other
words, behaviour based on its physical characteristics
should be expressed. In this sense, the function model is
the model used for expressing the behaviour of its object
system in the simulation of provided its functions. It should
convey system behaviour patterns and output responses to
control input. The function model should also be able to
take input from other system models, and provide output
for the simulation of other systems. In addition, it should
be connected with the geometric and characteristics
database of the product model.
The process model is an indispensable model for ship
manufacturing. The process model requires the expression
of the product and the process. In other words, not only
information regarding the product to be produced, but the
assembly sequence, the manufacturing technology or
assembly process, according to the production plan, should
also be incorporated. In addition, as an example of the
process model, it should include certain behaviour to
quantify phenomena happening during the building process
such as welding distortion. To express various production
patterns of ships, various process models are required. The
creation of building models plays an important role in the
creation of adequate virtual prototypes or production of
prototypes.
In addition, for the efficient operation of simulation
systems using virtual prototypes, an important issue to
resolve is real-time processing, which is considered as being
in the area of high performance visualisation. While CAD
systems focus on 3D solid objects, high performance
visualisation focuses on surface rendering. The basic
expression unit of an image is the polygon, and frequently
millions of polygons are necessary for realistic frames. In
this sense, partial simplification is necessary for product
models to perform as geometry models for virtual proto-
types.
Virtual shipbuilding environments indicate the area
where virtual prototypes are appropriately operated.
Virtual prototypes in virtual environment require separate
virtual systems to simulate integration with other previous
operation systems. These systems should be able to
integrate virtual objects with real objects in simulated
environments to satisfy all fields of virtual experience. In
addition, previous systems should be converted to virtual
counterparts and inserted into virtual environments. Some-
times distributed manufacturing simulation (DMS) is used
to integrate distributed systems and system concepts
(MISIION 1998).
Under the virtual shipbuilding environment, some arenas
of application for simulation-based shipbuilding in the ship
design and manufacturing can be achieved. These are
function simulation and process simulation.
Function simulation includes verification of the main
functions of ships such as the evaluation of general
arrangement (GA), various pieces of equipment, and cargo
loading/unloading. Other typical ship function simulations
are Ro-Ro ship loading simulations, passenger flow
simulations, galley operation simulations, and simulation
of anchor handling, which replace awkward plastic models.
Some simulations are a combination of both continuous
and event-based simulator programs: for example, on a Ro-
Ro loading simulation, the truck driving times to stowage
positions are found out by using continuous simulators
and, based on that information, the loading process is
optimised using an event-based simulator. Process simula-
tion includes evaluation of manufacturing processes such as
the evaluation of processes and resource planning, and the
manufacturing of automation equipment. Other typical
process simulations are the simulation of the entire
prefabrication facility, simulation of different ship con-
struction approaches, simulation of steel fabrication lines
and simulation of block erection process.
3.3 Analysis and design of simulation-based shipbuilding
model
The simulation-based shipbuilding model is composed of a
ship function model and a ship process model. The function
model represents design and operational resources related
 Model for a simulation-based shipbuilding system
to ship functions based on the 3D virtual ship prototype.
The process model represents the manufacturing process,
related plan, and manufacturing resources.
Figure 4 represents the planning level information model
including the function model and the process model of
ships for simulation-based shipbuilding. The function
model is deployed by ship function including capacity,
floating, and movement. The process model is deployed by
production stages including fabrication, assembly, and
erection.
Many methodologies have been constructed for the
efficient analysis and design of manufacturing systems.
Among these are the CIM-Open System Architecture
(CIM-OSA), Group de Recherche en Automatisation
Integriel (GARI), Nijssen Information Analysis Mehtod
(NIAM), Integration Definition (IDEF) methodology, and
Unified Modelling Language (UML) (Rozenfeld and
Rentes 1994)(Quatrani 1988)(KBSI 1995)
IDEF0 method is frequently used to analyse CIM
systems. UML is a modelling language that visualises,
describes and establishes software systems, and docu-
ments its products. UML integrated conventional object-
oriented methods such as OMT (object management
technique), Booch, and Objectory and is now a standard
object-oriented methodology of the OMG (Object Man-
agement Group). UML is a powerful object-oriented
methodology to describe features, activities, and states of
a system and is frequently used in the process of software
design. Object-orientation concepts describe systems as
they are. Classes are identified and then interactions
Figure 4. Planning level information model for simulation-based shipbuilding.
433
among those classes are modelled. This feature makes it
possible to make a thoroughgoing design of the simula-
tion model.
In this research, IDEF0 and UML models are used for the
design of simulation-based shipbuilding models. Because
IDEF0 is a functional analysis modelling methodology for
constructing information systems, it is used to define general
procedures of simulation-based shipbuilding systems. As
shown in figure 5, the process model and the function model
are defined by activity and resources through the IDEF0
method. The UML model is used for detailed design of
simulation objects. All the product facilities and design
elements are identified as classes. Each class consists of
attributes, methods, and a name. These elements are
obtained from the transition mechanism described below.
Activities of IDEF0 are transferred to methods of the
subclass of CProcessM. Also, resources in IDEFO are
transferred to class names of the subclass of CProcessM or
methods of the subclass of CFunction in the UML class
diagram. Other factors such as control, input, and output
in IDEF0 become instances of CSimObj’s subclass.
4. Applications and implementation
For the verification of the suggested methodology the
virtual assembly simulation system for shipbuilding
(VASSS) was developed. VASSS enabled simulation of
block erection process plan items such as the location of
block erection decisions and erection sequence evaluation,
taking account of information and ability of equipment
434 H. Kim et al.
Figure 5. Transition mechanism from IDEF0 to UML model.
from 3D CAD systems. In other words, VASSS can
evaluate block erection sequences by taking account of
product data related to block and equipment such as
goliath cranes.
4.1 Description of block erection process
At present, the Hull Block Construction Method (HBCM)
is widely used in the shipyards. The HBCM is a method
that divides hulls into many blocks and builds them up in
docks (Storch et al. 1995). Usually one hull block is
composed of several sub-assemblies or part-assemblies that
also consist of several pieces or units of pieces. Block
division includes two stages. In the first stage, the size of
super blocks (pre-erection blocks) is determined based on
the key plan (general arrangement, mid-ship section, lines,
construction profiles, and machinery arrangements). In the
second stage, each super block is divided into assembly
blocks considering assembly capacity.
In HBCM, it is practical to plan hull construction in
seven levels as shown in figure 6. Starting with the block
level, work is subdivided down to the part fabrication level
to optimise workflow.
As shown in figure 6, the block erection process in
shipbuilding is the last production stage, but it is the first
stage and basis of the flow of manufacturing plans (Storch
et al. 1995). The block erection process is the process of
constructing ships by assembling blocks transported to dry
dock by crane.
The block erection process begins from on-block out-
fitting of blocks produced from the assembly process. Then,
the blocks are painted, pre-erected, and finally erected on
dock. From the viewpoint of manufacturing planning, first,
a building schedule (dock usage plan) is made based on
long-term load balancing and the master schedule. Then,
the beginning date for each line and dock, launching date,
and on-board outfitting time is decided. Based on these
timelines, a block erection schedule is established. Gen-
erally, other manufacturing process schedules are
established based on this schedule.
In other words, analysis and forecast of other
processes can be done rapidly using computer simulations
based on the erection process, which can lead to
problem-solving that takes account of the whole process
rather than considering only specific processes. However,
in execution and management, more detailed production
tasks are required in a short period of time. For example,
expanding pre-erection and on-block outfitting cannot be
done in conventional sequential processes but by
concurrent engineering process based on reduced lead-
time.
Therefore, increased production activity in unit time
increases the awareness of the sequence of production
processes, and a series of activities to decide the sequence
can be called process planning or daily planning. If the
sequence is not appropriate or when delays occur, the
effects on other processes are far greater than in conven-
tional production processes.
 Model for a simulation-based shipbuilding system
Figure 6. Hull block construction method (HBCM).
4.1.1 Generation of block erection sequence. Process
planning in block erection can be summarised as selecting
keel blocks and floating blocks, grouping of pre-erection
blocks, and decisions on block erection sequences. Among
these, the ones that are closely related to CAD systems are
the selection of floating blocks and the grouping pre-
erection blocks. Keel block selection and floating block
selection are to be decided during production.
In the case of floating block selection and grouping of
pre-erection blocks, during the production phase erection
methods are selected that make efficient use of resources
and are based on launching methods that minimise process
time, but detailed erection plans for the selected erection
methods should be decided during the design phase. In
other words, detailed information such as block size,
weight, and centre of gravity generated from CAD systems
are used for optimal floating block selection and grouping
of pre-erection blocks.
This research focuses on the evaluation of block erection
sequences that are closely related with production planning
function. Since the block erection process is used as a base
for other planning, it should be the initial planning to be
established in the intermediate schedule of ship manufac-
turing planning.
Current methods for deciding erection methods are
usually based on experience or previous methods for
appropriate hull form or ship type. However, these
methods do not guarantee good results when dock or
435
batch construction situation is rapidly changing. Most
previous research on generation block erection sequences
use constraint directed graph searches based on expert
knowledge (Lee et al. 1993) and block assembly informa-
tion.
In this research, block position and erection methods are
used to generate block erection sequences. Since general
ship structure has the block type of up and down, left and
right, and front and back, the block, which has neighbour-
ing blocks below, either left or right, and either front or
back will be possible erection block. Selected optimal
erection sequence is checked for erection feasibility that
satisfies possible erection conditions.
4.1.2 Block erection method. The block erection method can
be divided into three types: floor, ring, and pyramid,
according to ship forming methods, or one-point, two-
point, and multi-point according to the keel laying block
selection methods (Ham et al. 1996).
Floor-type erection starts from the keel laying block in
the direction of bow to stern, and the order of construction
is from the ship’s bottom through the traverse bulkhead,
and from the longitudinal bulkhead to shell plating. Figure
7 shows the erection sequence for floor-type erection. Ring-
type erection starts from the keel laying block in the upper
direction, and the area from the ship’s bottom to the upper
deck is constructed as one unit of compartment. Figure 8
shows the erection sequence for ring-type erection.
436 H. Kim et al.
Figure 7. Sequence for floor-type erection.
Figure 8. Sequence for ring-type erection.
Pyramid-type erection has aspects of both the horizontal
and vertical methods. The sequence is from the ship’s
bottom through the bulkhead block and from the shell
block to the upper deck. Figure 9 shows the erection
sequence for ring-type erection. The keel laying block is the
first block to be erected. In a two-point type and multi-
point type, an insert block, which can complicate the
erection process, always occurs, but overall erection time
can be shortened if block erection occurs at more than two
points at the same time. Figure 10 shows the two-point type
erection sequence.
4.2 Virtual block assembly simulation system for shipbuilding
(VASSS)
To show the feasibility of simulation-based shipbuilding
model in the ship production process, the system for
Figure 9. Sequence for pyramid-type erection.
sequence assessment during the erection process, VASSS,
was developed. VASSS enables crane operation verification
and block erection simulation in virtual dock based on a
3D product model in the initial stage of ship production.
Generally, in shipbuilding, establishing a manufacturing
plan has an important role in connection design and
manufacturing, but due to the characteristics of shipbuild-
ing industry, manufacturing plan cannot be created and
relayed at appropriate time. In order to solve this problem,
VASSS enabled simulation of the block erection process
plan items such as the location of block erection decisions
and erection sequence evaluation, taking into account the
information and ability of the 3D CAD equipment. In
other words, VASSS can evaluate the block erection
sequence by taking account of product data related to the
block and equipment such as a goliath crane.
The block erection process in shipbuilding is the last
stage, but it is the first stage and basis in the flow of the
manufacturing plan. The block erection process is the
process of constructing a ship by assembling blocks
transported to dry dock by crane.
VASSS first constructs a ‘ship assembly work cell’ based
on product data from the 3D CAD system and the block
erection sequence from the day plan system as shown in
figure 11. Then through process modelling, such as the
equipment usage pattern, it can generate a path and
sequence that can optimise collision free erection time and
availability.
In this research, appropriate tools for system develop-
ment are selected according to the scope and the
application area. Delmia’s ENVISION is the virtual
prototyping tool used, and QUEST is used for process
simulation. In addition, Windows NT 4.0 is used for O/S
and Visual Basic, Visual Fortran and Visual C + + are
used for application development.
4.2.1 Product and resource modelling. Product information
for blocks are entered in the IGES data format, and
 Model for a simulation-based shipbuilding system 437

Figure 10. Sequence for two-point type erection.

Figure 11. Configuration of the VASSS.

various equipment such as the goliath crane and dock
layout are modelled by device modelling from information
extracted from appropriate blueprints. First, block in-
formation is generated from the CAD system, but the
amount of data is too large to be used in simulation since
all the data about structural parts is included. Therefore,
the data is simplified by excluding unnecessary data.
Device modelling of work environments means modelling
resources as equipment and facilities except product
model. Device in this article refers to high-level entities
in the Delmia database, and is constructed from Device
Context. In order to construct a device, several parts are
assembled and their relationships are defined. These
devices have a tree structure of attributes that specify
part movements and part structures. Facilities and
equipment for construction of the virtual dock include
the dock, gate, goliath crane, jib crane, and smaller
equipment.
4.2.2 Process modelling. As an example of the process
model, figure 12 shows the procedure of the block erection
process in ship manufacturing using the IDEF0 method. As
shown in this figure, the block erection process is divided
into the erection plan, lift/transport operation and welding
operation. The input data for the block erection process is
composed of drawings and assembly blocks. The control
data for the block erection process is composed of the
erection method, the welding method, and rules. The
mechanism is composed of an erection sequence and
erection resources generation program.
Figure 13 shows the class diagram for the block erection
process. Generally, a class diagram is created to provide a
438 H. Kim et al.
Figure 12. Activity diagram for block erection process.
Figure 13. Class diagram for block erection process.
picture or view of some or all of the classes in the model.
The class diagram for the block erection process is
composed of a process logic class for generation of the
erection sequence and a resource class for block erection,
which includes labour, crane, dock, and equipment. The
elements of class diagrams are obtained from activity
diagrams, which are expressed in figure 12. As shown in
figure 13, activities of IDEF0 are transferred to methods of
the subclass of CProcessM, and resources in IDEFO are
transferred to class names of subclasses of CProcessM.
Also, the sequence diagram and the collaboration
diagram are generated for the goliath crane operation
procedure. The collaboration diagram expresses the rela-
tion of objects for operation of goliath crane and the
sequence diagram expresses a scenario for operation of
goliath crane.
4.2.3 Simulation of block erection process. VASSS first
constructs ‘ship assembly work cell’ based on product
data from 3D CAD systems and block erection sequences
from generation algorithms. Then, through process
modelling such as equipment usage pattern, VASSS
generates path and sequences that can optimise colli-
sion-free path, erection time and availability. In this
research, 3400 TEU container ships, 160 000 tonnage
cargo oil tankers and the dry dock in S shipyard are used
for the simulation.
In ‘work cell’ implementation for assembly simulations,
many ancillary parts are attached to a parent part in a
hierarchical structure. Kinematics and dynamic implemen-
tation of devices makes it possible to actually operate and
detect collisions with other workloads, workers, or devices.
It also includes motion controls, setting paths, GSL
implementation, and collision check. GSL is an ENVI-
SION specific interactive programming language for
operating devices.
When the block erection processes is optimised, trajec-
tory paths are created, for which the overall sequence time
is estimated using the Gantt chart. Previous movement
speed of crane is input and sequences are optimised based
on the speed. The auto trajectory function is used for
creating collision free paths between two tag points or the
whole trajectory. Before using this function, parts or
devices that can collide with the device should be defined
in the collision queue, and after the collision queue,
assembly trajectory can be created. In order to use the
auto trajectory function, the user should determine if it is
for two tag points or for all trajectories. In addition,
options for deciding either transportation or rotation paths
should be predetermined. If rotation is selected, computa-
tional load is exponentially increased, so in most cases, only
optimised path for transportation is used.
 Model for a simulation-based shipbuilding system
In creating block erection paths, step size is very
important since part movement and collision detection
occurs at every step. If the step size is too small, a huge
amount of time and computer memory is used on arbitrary
solutions. If it is too large, solutions may not exist since the
accuracy is too low or a collision may escape from two tag
points. A trajectory verification function is used in this case.
If the verification of block erection processes is perfectly
done, actual simulations are performed to verify restraint
conditions during the motion process. Various methods
such as the Gantt chart, fly, fly-through, walk-through, and
view port are used to view simulation results. In addition,
collisions during goliath crane motion can be verified as a
process of optimising block erection sequences by goliath
crane. Figure 14 shows the simulation of block erection
processes.
Evaluation of the block erection sequence is done by
VASSS, and the main functions are as follows:
. Selecting optimal path of goliath crane in block
erection process.
. Calculating optimal time for block erection process.
. Visualisation of block erection sequence in diagram.
. Evaluation of block erection methods.
. Evaluation of block erection sequence.
4.3 Results of simulation
In this research the evaluation of the block erection methods
for No. OOO batch (including two container ships and two
oil tanker ships) in S shipyard is simulated. The three
erection methods evaluated are floor, ring, and pyramid
with consideration of the number of keel laying blocks (one-
point erection, two-point erection) on the batch. The inter-
arrival time of an erection block arriving at pre-erection
(PE) area have exponential distribution in the simulation
model and it is allocated to an empty PE area.
Figure 14. Simulation of block erection process.
439
Before the actual simulation, test simulation is performed
for 3 days to verify the simulation model. The total time of
simulation is about 30 days, which is the mean time for four
ships to be completed and launched. In addition, the
simulation system in this research is a termination system,
i.e. when the block erection of all ships is completed, the
system is automatically terminated. Also, recurrence
numbers for simulation is 10 times.
Figure 15 shows the evaluation results for block
erection methods using goliath cranes. Total erection time
here considers movement speed of the goliath crane,
equipment replacement time, and block fastening time.
Paired t-tests with 5% significant level are done in order
to compare total erection between each erection method.
The results show that floor-type and ring-type erection is
almost identical in total erection time (p = 0.2123) and the
pyramid-type erection takes the least time (p1 = 0.0135,
p2 = 0.0127).
Figure 16 shows the evaluation results for total idle
time of a goliath crane. Paired t-tests with 5% significant
level are done in order to compare total idle time
between each erection method. The results show that
floor-type and ring-type erection is almost identical in
total idle time (p = 0.3253) of goliath crane and pyramid-
type two-point method takes the least idle time
(p1 = 0.0254, p2 = 0.0343).
As shown in the above results, the pyramid-type two-
point method proved to be the most efficient both in
erection time and the availability of goliath cranes.
In order to validate the simulation model, the simulation
results of the pyramid type two-point method is compared
with the work done in the actual shipyard, and there was no
significant difference between them. Using the above
results, it was possible to provide the adequacy of
pyramid-type erection, which is the most popular method
in shipyards. In addition, VASSS can be used for pre-
evaluation of new production methods.
Figure 15. Comparison of total erection time of erection
methods.
440 H. Kim et al.
Figure 16. Comparison of total idle time (goliath crane) of
erection methods.
5. Conclusions and future remarks
5.1 Conclusions
In recent years, global competition among companies and
diversification of a customer’s request lead to very short
product life cycle and in order to adjust to these changes
companies needs a new paradigm in manufacturing
environment. Manufacturing related technology has begun
to improve starting from automation through flexible
manufacturing system and computer integrated manufac-
turing. Digital manufacturing, virtual manufacturing and
virtual engineering concepts are now widely used in
accordance with an intelligent manufacturing system.
These concepts have many different names according to
its subjects and methods. Essentially they are the same in
the sense that they aim to achieve early detection of errors,
efficient decision making, and rapid development and
manufacturing of products through the whole manufactur-
ing process. First by composing an integrated computer
model from preciously modelled physical and logical
elements and their dynamics, and then by using new
computer technologies such as 3D CAD and simulation.
In this paper, simulation-based shipbuilding model is
suggested as a new architecture for the shipbuilding and
marine engineering areas. Using a simulation-based
shipbuilding model, a function model for ship stability
and a process model for block erection are implemented.
Related technologies, areas of application and methodol-
ogies are also presented, and the virtual assembly
simulation system for shipbuilding (VASSS) is developed
utilising a process model. VASSS can simulate and
evaluate crane operation and block erection in a virtual
shipyard environment.
In this paper, simulation-based shipbuilding model is
proposed that can be used in shipbuilding and maritime
engineering area. The proposed model is developed from
applications related to ship functionality and manufactur-
ing process. These applications also prove the possibility of
simulation-based shipbuilding system and its effects.
5.2 Future remarks
The shipbuilding industry is a key industry for building a
powerful marine country in the twenty-first century, and
should be improved and advanced continuously through
the information-driven society of the future. For this,
innovation in conventional design and manufacturing
process, and information/automation technology should
be supplemented.
Current shipbuilding industries promote next generation
shipbuilding systems based on CAD/CAM systems.
Naturally, these systems automate conventional processes
and increase productivity and quality, but they are limited
in introducing fundamental changes to conventional
processes or accepting rapidly advancing technologies
efficiently.
Recently, much attention has been paid to simulation-
based manufacturing, which can model and simulate the
whole process of manufacturing products including the
design. This simulation-based manufacturing environment
is called virtual manufacturing, digital manufacturing, or
the virtual factory, and it is implemented in concepts such
as virtual shipyards, and digital shipbuilding.
In order to develop practical systems based on the
contents of this research, a product model-based 3D CAD
system and product data management (PDM) technology is
needed. Furthermore, technologies for the process of block
erection, assembly, processing, cutting, and testing should
also be developed with application development and
operational verification.
In the future, by applying virtual simulation technology
to the design, modelling, analysis, simulation, manufactur-
ing, testing, and information systems under simulation-
based manufacturing environments, a basis for concurrent
engineering systems can be built, and with CALS/EC, it
will be a principal factor affecting the competitiveness of
the shipbuilding industry.
Acknowledgements
The contents of this paper are the results of a research
project, ‘Integrated Digital Shipbuilding Technology for
Development of a High Value-added Ship’, supported by a
contract from Ministry of Commerce Industry and Energy
of Korea.
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