LIFE CYCLE COST MODELLING

Índice do documento
0. A unidade 1. Introdución 2. Artigos 3. Proxectos 3.1 3.2 4. Teses 5. Software de xestión de Análese de Ciclo de Vida 5.1 5.2 5.3 Software costo do ciclo de vida Software PLM LCC Software aplicables a mariña Proxectos americanos Proxectos europeos

6. Outros recursos e referencias

Índice de táboas
Software costo do ciclo de vida

a Intelixencia Competitiva (IC) e a Transferencia de Tecnoloxía transnacional (TT). 981 337 145 • O noso bló .org Tel.org Tel.org Tel.org Tel. 981 337 146 Jana Vavrinova jana@cisgalicia. a unidade desenvolveu o sistema “Vixía” pioneiro a nivel estatal e un referente para o desenvolvemento de outros sistemas VT nacionais e internacionais. tanto a VT como a IC e a TT. constituense en ferramentas fundamentais do sistema de I+D+I nas empresas. Desta forma. Estas actividades retroalimentanse aportando maior valor ó servicio que ofrecen ó tramado empresarial galego en beneficio da sua capacidade competitiva e innovadora. a Vixilancia Tecnolóxica (VT).org Tel. 981 337 173 Técnicos • Rodrígo Díaz rdiaz@cisgalicia.org Tel. Xefe da Unidade: • Rosa Freire rfreire@cisgalicia. A Unidade VT obtivo en 2008 o certificado AENOR SVT-0002/2008 (UNE 166006 EX) para o seu sistema de vixilancia tecnolóxica. 981 337 145 David López dlopez@cisgalicia. No ano 2003. 981 337 145 • Dolores Martinez dmartinez@cisgalicia. A Unidade A Unidade Vixilancia e Transferencia Tecnolóxica do CIS Galicia desenvolve duas actividades diferentes pero complementarias entre si. 981 337 146 • • • Norma Couso ncouso@cisgalicia. 981 337 145 • César Cobelo ccobelo@cisgalicia.0.org Tel.org Tel. 981 337 146 Esther Vázquez evazque@cisgalicia.

Elaborado por: María Dolores Martínez Pereira Revisado por: Rosa Freire Corzo Cis Galicia 2011 .

pero na maioría das operacións de hoxe en día. Sen dúbida.é un longo camiño de converterse na norma da industria. máis alá das etapas de deseño e fabricación.a propiedade do berce á tumba polo construtor e o arrendamento con posterioridade aos usuarios finais . Esta nova forma de desenvolvemento "Global" de produtos significa que os datos do produto. na construción naval. os datos do produto é a alma dun buque o seu ADN. construción e custos de operación trátanse por separado. baseado na colaboración máis o principio Importante aforro en horas-home debido á redución de proceso de información sobre o deseño Un desafío permanente é como reducir os custos de explotación totais durante a vida útil do buque. cada vez hai máis e máis socios no desenvolvemento do produto. como a construción naval de cruceiros. Esta forma de xestión do ciclo de vida do produto real (PLM) pode ofrecer un valor empresarial tanxible. e durante a fase de comisión longas á xubilación e a eliminación. estes datos vitais aínda está sendo manexados de forma manual. . Condicións do contrato entre as partes agravan este problema. Mediante a xestión e o intercambio ineficiente destes datos críticos. unha práctica obsoleta. a colaboración eficiente e reducir o custo total de propiedade. se están a crear. incluíndo: • • • • • Asegurar o control dos datos Redución dos prazos Menor custo total de propiedade (TCO) Menor risco. Nalgúns sectores. Introdución Hoxe en día a construción naval é cada vez máis complexa. controlar os custos de vida son fundamentais para a rendibilidade dun barco. un novo concepto . sen necesidade contractuais para garantir a reutilización dos datos acumulados durante o deseño e construción. que ten un impacto negativo significativo nas principais etapas de desenvolvemento de produtos. almacenando e administrando a través de varios continentes. xa que cada etapa se negocia por separado A pesar da redución de custos estase a converter nun imperativo. Custo do ciclo de vida (LCC) son os custos totais dun sistema dende a concepción a través do uso ata a súa eliminación. Os datos que se xeran e capturan durante o deseño e construción pódense aplicar para reducir custos a través da vida útil. os cales se encontran dispersos por todo o mundo. os desenvolvedores do buque están a socavar os seus esforzos para alcanzar as súas metas máis importantes: menor tempo de iniciativa. En cambio.1.

namely production cost. have an increasingly important impact on the economic performance of a system or company. Os artigos están ordenados por ano.2. Life cycle cost (LCC) is related to the systems engineering process. LCC involves evaluation of all future costs related to the life cycle of a system. The developed model is restricted to the relevant life cycle cost and earning elements. SI Pages: 335-344 Published: 2009 Abstract: Systems engineering principles in fisheries management may structure and improve the decision-making process. and to improve the decision-bases for fisheries management. which was developed for structure optimisation. environmental. The main objective of this article is to discuss the usefulness of LCC as a method to enhance sustainable designs of fishing vessels for ship owners. An illustrative example for a chemical tanker is provided to show the applicability of the proposed approach . and Caprace. The relation between structural variables and relevant cost/earning elements are explored and discussed in detail. I. Iss. pp.I. O. the data was collected from a number of ship operators and was solely used for the purpose of regression analysis. and social dimensions. and Lazakis.D. Ingrid Bouwer) Source: JOURNAL OF CLEANER PRODUCTION Volume: 17 Issue: Sp. 107-125. Life cycle cost (LCC) as a tool for improving sustainability in the Norwegian fishing fleet Issue: 3 Special - Author(s): Utne IB (Utne. operational earning and dismantling earning. periodic maintenance cost. J. non-market issues. A. Therefore it is important to emphasise here that the cost/earning figure calculated through the developed methodology will not be a full life cycle cost/earning value for a subject vessel. Maintenance/repair and production-oriented life cycle cost/earning model for ship structural optimisation during conceptual design stage. and Rigo. Sustainability in the fishing fleet is comprised of economic. ISSN 1744-5302 Published: 2009 Abstract: The aim of this paper is to investigate the effect of the change in structural weight due to optimisation experiments on life cycle cost and earning elements using the life cycle cost/earning model. Author(s): Turan. and Olcer. but will be the relevant life cycle cost/earning value. P. Artigos Na presente sección recóllese un listado de artigos de investigación publicados nos últimos anos. such as environmental and social issues. (C) 2008 Elsevier Ltd. because economic considerations are very important in the process of creating systems. As one of the main focuses of this paper is the maintenance/repair issue. All rights reserved. fuel oil cost. Even though the total system value may be constituted by economic factors and technical factors.

Inst Mech Engineers. Salcedo J Source: NAVAL ENGINEERS JOURNAL Published: FAL 2003 Abstract: This paper presents an optimization methodology that includes three important components necessary for a systematic approach to naval ship concept design. JUN 27-29. Norman PW. A naval ship design application is presented.- Multiple-objective optimization in naval ship design Volume: 115 Issue: 4 Pages: 49-61 Author(s): Brown A. the implications of the results are discussed. in particular the need fur an effective method for the management of epistemic (subjective) uncertainty. 2000 Royal Acad Engn. ENGLAND. Engn & Phys Sci. Life-cycle engineering of an open type bulk carrier Author(s): Kane G. environmental performance and risk for Large Made to Order Products. then illustrates its capabilities with a case study of an open-type bulk carrier ship carrying cargo between the UK and the USA. This paper begins with a summary of the stepwise methodology used by the tool. A non-dominated frontier and selected generations of feasible designs are used to present results to the customer for selection of preferred alternatives. . Howarth CR. Inst Engn Designers. Andrews PTJ Source: ENGINEERING DESIGN CONFERENCE 2000: DESIGN EXCELLENCE Pages: 239-246 Published: 2000 FOR Conference Information: Engineering Design Conference 2000 BRUNEL UNIV. Finally. Vaughan R Editor(s): Sivaloganathan S. Stoyell JL. Inst Elect Engineers. These are: An efficient and effective search of design space for non-dominated designs Well-defined and quantitative measures of objective attributes An effective format to describe the design space and to present non-dominated concepts for rational selection by the customer A Multiple-Objective Genetic Optimization (MOGO) is used to search design parameter space and identify non-dominated design concepts based on life cycle cost and mission effectiveness. UXBRIDGE. Res Council Abstract: The Newcastle Engineering Design Centre has developed a Life Cycle Engineering Tool to estimate life cycle cost.

entitled "Expanded Capability Baseline.Expanded capability baseline aircraft carrier design study Volume: 112 Issue: 3 Pages: 47-57 Author(s): McWhite JD Source: NAVAL ENGINEERS JOURNAL Published: MAY 2000 Abstract: Aircraft Carriership design study number 5." of the CVN X Analysis of Alternatives (AoA) (Part 3) ship design studies. aviation. The parameters under consideration for change in the new carrier design lie in the areas of propulsion and electric power generation. The issue of affordability is paramount This paper focuses on the need for the program management office and its supporting cost analysis staff to understand the life cycle cost (LCC) of the existing and proposed future aircraft carriers and to then translate these LCC's into meaningful information for cost-conscious decision making. improved below deck weapons movement. it is necessary to translate the results of the given ship design alternative LCC's into the paradigms of the respective stakeholders: Fleet User (operators of aircraft carriers) Ship Designers (translators of the fleet operator requirements) . and total ownership cost (TOC) reduction. represents the Navy's most capable and cost effective design to meet all of the Operational Requirements Document (ORD) objectives for CVN X This paper describes the overall ship design and provides insight into its key technologies and design innovations. electric aircraft and weapon elevators. and optimized hull form and survivability features. Thus. and robotic inventory and stowage systems. centralized food service. Moretto SJ Source: NAVAL ENGINEERS JOURNAL Published: MAY 2000 Abstract: The U. service life. Results address increased Flight Deck performance and construction and cost limitations. survivability. With significant attention being placed on new manning reduction methods and in total life cycle cost (LCC) reduction efforts. Navy recently conducted an analysis of alternatives (AOA) to set the stage for determining the characteristics and acquisition strategy for its next generation aircraft carrier.S. Also covered are increased crew habitability. It includes descriptions of key technology improvements like: "Pit Stop" aircraft servicing. modular electronic spaces. The challenge is to relate the LCC in terms the key decision-makers and the engineering team can use to satisfy their respective roles. The platform design selected is expected to be in service throughout the 21st century.- CVNX . Advances in aircraft carrier life cycle cost analysis for acquisition and ownership decision-making Volume: 112 Issue: 3 Pages: 97-110 - Author(s): Chewning IM.

The ESWBS structure is a natural choice as it is the framework within which the design and engineering community works. it forms the basis of weight estimating far ships. the ESWBS provides perhaps the best framework from which to relate to program requirements. The approach. The expanded ship work breakdown structure (ESWBS) has emerged as the central backbone of the cost work breakdown for AOA work. and it has been widely used in ship acquisition cost estimating for years. The structure has been used in the AOA as a tool to identify cost drivers and to add the time element to the cast equation in order to perform return on investment and program affordability analysis. provides a breakdown of the operating and support (O&S) cast elements by ESWBS. . in part. by ship capability or design feature. and by cost driver hierarchy. Ship builder and Supporting Industry (executors of the acquisition and construction of the ship) Navy and OSD decision-makers (overseers of program execution) - The paper describes the aircraft carrier LCC breakdown structure that has resulted. From this nucleus structure. for the first time. as it describes the ship by ship system. In addition. it is possible to present costs in other required formats such as the: Office of Secretary of Defense (OSD) cost analysis improvement group (CAIG) summary level LCC categories. from a recent navy/shipbuilder integrated product team effort to capture total ownership costs.- Program Sponsors (providers of the funding resources) Program Management Office.

1 Proxectos americanos . póñase en contacto coa Oficina do Programa de NSRP. A busca fíxose en Cordis. Os proxectos móstranse ordenados cronoloxicamente: 3. Para obter información adicional.. O proxecto é un prototipo que mostra a capacidade de xestionar os elementos de información identificados e demostrou que o ciclo de vida da información de apoio poden ser compartidos entre as aplicacións de software .nos formatos XML ISE neutral. Dentro do ámbito europeo. Proxectos O seguinte listado recolle tanto proxectos americanos como europeos.abril de 2011.3. Páxina de resumo do proxecto.9 M Industria: $ 1. O proxecto identificou e documentou os casos de uso e escenarios que se aplican aos datos necesarios para o apoio posterior á entrega e operacións. así como a reparación en terra e sistemas de mantemento. NSRP ASE investimento: investimento de $ 1.Loxística Integrada para o Medio Ambiente (ILE) Para continuar cos esforzos de Medio Integrado na construción naval (ISE).abril de 2009. Os requisitos de información derivados dos Casos de Uso documentáronse no formato XML de acordo coa metodoloxía de ISE. Os prototipos demostraron unha arquitectura de integración baseada en Web que pode ser aplicada aos sistemas a bordo do buque. tanto en terra coma no barco. Páxina de resumo do proxecto ASE_0608001 "Informe Final" Este informe resume o ISE-6 do proxecto que desenvolveu prototipos de tradutores e avaliou o uso de normas internacionais e a arquitectura de interoperabilidade ISE no ámbito da axuda do buque e as operacións do ciclo de vida despois da entrega. facilitando o intercambio de datos e a interoperabilidade en todo o ciclo de vida da nave. Esta arquitectura e prototipos conseguinte baséanse no estándar internacional para produtos de Ciclo de Vida de apoio (PLC) de datos (ISO 10303-239) e na Norma S1000D de documentación técnica baseada en XML. Duración: Maio 2010 .9 M. . .Permitindo a interoperabilidade na construción naval (ISE-6) Implementación de sistemas de tecnoloxía da información que cumpran cos requisitos da construción naval da interoperabilidade no ámbito do apoio do ciclo de vida e as operacións posteriores á entrega. A disposición do público. algún destes proxectos pertencen ao Sétimo Programa Marco de Investigación e Desenvolvemento tecnolóxico (7PM) que agrupa todas as iniciativas comunitarias en materia de investigación. Duración: Xaneiro 2007 .

Eco innovative refitting technologies and processes for shipbuilding industry promoted by European Repair Shipyards. ECO-REFITEC Start date: 2011-01-01 End date: 2013-12-31 Project Acronym: ECO-REFITEC Project status: Execution Objective: The overall objective of ECO-REFITEC project is to IMPROVE THE COMPETITIVENES OF THE EUROPEAN SHIPYARDS AND SME's INVOLVED IN SHIPBUILDING. through of technological development and new tools. together with the exchange of experience and relevant personnel.1st.2nd. environmental performance and safety. . . Identification of skills and technologies required to sustain the eco-innovative tools developed. .Exploring/identifying/developing eco-retrofitting technologies and solutions for existing fleet to comply with some current and future IMO standards. Several demonstration cases. shall enable the participating institutions to build up relevant capacities.Integrating environmental strategies and practices into the ship repair industry management systems. The project will help repair shipyards and ship operator to perform a refitting of existing fleet.Developing model tools to look at through life asset management of systems on board through the life cycle of the ship . Through a selection of 14 partners from 9 Member States will be able to exchange knowledge with academia and business. . energy.Developing IT supported tools for retrofit impact evaluation on ship's life cycle economy. helping shipping benchmark their performance. . ECO-REFITEC will attain the general aim by . SHIPREPAIR & RECYCLING. and assessing environmental and life cycle cost impact.2 Proxectos europeos . improving the retrofit processes and products.4th Exchange information through the supply chain and disseminate knowledge generated.3.Prototyping and validation of the eco-innovative tools developed within the frame work of ECO-REFITEC. Development of Innovative tools based on careful assessment of current available capabilities and in close relation with future retrofits work. . . The approach that ECO_REFITEC use is based on four stages: .Sharing knowledge of repair shipyards best practices and assesing their performance in real-life.3rd.

clustered in System Groups.. ferries and mega-yachts. environmentally friendliness and safety of EU built ships. the results will to a large extend be applicable also to other ships. The key areas of technical developments include: Space Optimisation and Easy Maintenance Improving Payload to Gross Tonnage Ratio Cost Efficient Building Processes and Refurbishment Improved Energy Efficiency and Reduced Emissions Noise and Vibration Improved Reliability through Model-Based Design and Condition Monitoring Optimization of Logistic Chains Improving Safety and Security The consortium is formed by 8 leading EU shipyards. 5 classification societies and 31 ship equipment suppliers (17 of them SME) are part of the research network of BESST. A global market share of 96% for cruise ships and 31% for ferries ensures the critical mass for applications on EU level. A holistic life cycle performance assessment on ship level will guide the technical developments on system level. BESST Start date: 2009-09-01 End date: 2013-02-28 Project Acronym: BESST Project status: Execution Página web proyecto: BESST Objective: Initiated by EUROYARDS. Focusing on passenger ships. adaptability and efficiency to future commercial applications. just to mention a few key figures. In addition. . The results will be integrated in 3 virtual show cases (ship concepts) demonstrating technical solutions as well as life cycle impact compared to current designs. will ensure efficient and targeted work of the consortium to ensure the envisaged impact. Close interaction with ship operators will be achieved through a dedicated Advisory Group. The estimated overall impact of BESST will result in a reduction of life cycle cost of about 120 M per PanMax ship and a reduction of CO2 emissions by 12% per ship and year. Optimization tools will be developed and applied in a cooperative process proving feasibility. BESST aims to achieve a breakthrough in competitiveness.Breakthrough in European Ship and Shipbuilding Technologies. based on the experience of the shipyards in previous R&D and commercial projects. 20 research institutes and universities. A multi-level management structure.

which involve huge amou nts of measurement information. In the existing situation. integrationof robotics. leading to some repairs being performed at the next docking of the ship. due to the current focus on tankers and bulkcarriers. Repairdecisions and residual lifetime of the structure will be calculated with modern methods of risk based maintenance modelling. bu t.Integrated collaborative design and production of cruise vessels. . it is recorded manuallyon ship d rawings or tables. InterSHIP will also focus on improving vertical integration . IMO has set forth a condition assessment scheme "CAS" for single hull tankers and is now working to develop a similar type of codefor double hull tankers. comfort. with the interesting feature that the model will be updated after each measurementcampaign. Measurement information takes a longtime to report and to analyse. that optimum solutions can be obtained for the total lifecycle of complex ships. passenger ships and RoPax (InterSHIP) Start date: 2003-11-01 End date: 2008-03-31 Project Acronym: INTERSHIP Project status: Completed Objective: The proposal aims to increase competitiveness of EU shipbuilders by better integrating tools and methods for design and manufacturing of complex one-of-a-kind vessels. and cost efficiency in simultaneous engineering. which are very difficult to handle.Measurement information consists of thickness measurements. CAS Start date: 2005-02-01 End date: 2008-01-31 Project Acronym: CAS Project status: Completed Objective: For oil tankers to be more environmentally friendly along their life cycle. thus making sure. easy handling of measurement information using virtual reality.The system to be developed in this project includes such inn ovative features as: development of a simplified andflexible ship electronic model which can be refined to fit the needs of inspections. because there is no standardization of data. visual assessment of coating and cracksdetection. these ships will be used as the main case studies. addition of measurementinformation in this ship model. Systematic comparison and consistency checks of measurement campaigns will trigger electronic alerts. immediate worldwide access. resulting incost savings because fast assessment of the ship condition and decision-making could be done while thesh ip is still in the dock for maintenance.. safety.Cost effective inspection and structural maintenance for ship safety and environmental protection throughout its life cycle. InterSHIP will enable shipyard engineers to consider leading edge knowledge in environ mental aspects. Performing thoseinspections efficiently requires processing measurement information on a real time basis. The system to be developed is applicable to any ship type. automatic updating of the measurement information in the ship model.

. integrity and availability of ship machinery systems (MOSYS) Start date: 1997-12-01 End date: 2000-11-30 Project Acronym: MOSYS Project status: Completed General information: Objectives and content MOSys aims to enhance the operational efficiency and profitability of ship plant systems through reliability. partners responsible and schedule. In particular it seeks to harness the power of information technology in handling the lifecycle data. availability. inspection and repair in support of operational availability. This is primarily targeted at ship design phase. Technical asset management with asset's design. for harmonisation of the logistic support for ship survey. which is defined in terms of work content. Aspects like education and training. integrity and availability of ship machinery systems. criticality and risk analysis. cost analysis. and operational data capture and data analysis capability in support of RAM. The length of the project is 30 months. which is an essential requirement for achieving the above objectives. innovation management in shipyards and cooperation with other projects and industries will be covered in horizontal a ctions. Results for this Project Models for operational reliability. and the life cycle tracking of the asset's conditions. MOSys comprises 7 technical workpackages.between shipy ards. functional. its application in the form of a comprehensive data repository and its standardisation within the ISO STEP framework. 2 classification societies and 3 R & D institutes. maintainability (RAM) and cost analysis at ship design stage and implementation of Technical Asset Integrity Management (TAIM) technology during the rest of the ship life-cycle. Survey. owners. 1 ship operator. making sure that the project results are quickly implemented for the benefit of the entire European maritime community. This is targeted at ship operation phase. deliverables. based on use of ship machinery historical data. in all from 4 European countries from south to north Europe.Models for operational reliability. SIR. MOSys 06/04/2001 . classification societies and horizontal cooperation between EU shipyards. suppliers. MOSys will achieve the above by developing and applying analysis techniques for: RAM and maintenance cost analysis. Inspection and Repair (SIR) planning. Failure Mode and Effect Analysis. The MOSys consortium comprises 8 partners including 2 shipyards. The above analysis modules will be supported by development of a common product data model for ship machinery systems.

saleable IT products which are needed by ship owners and ship managers to achieve these benefits. encapsulates the standardised Ship Product Model Data being developed in SEASPRITE (EP 23990). It will be independent of any one software vendor and will use thin client technology.Intelligent NDE equipment. controlled by the OPTIMISE software.e. to predict growth of defects (cracks. and at the same time develop new. The components will improve the quality of the inspection process by. It will thus be a crucial step in bringing about commerce at light speed in the maritime industry. . ultimately including an automated 'magnetic crawler' device. . OPTIMISE Start date: 1998-02-01 End date: 2001-03-31 Project Acronym: OPTIMISE Project status: Completed Objective: The aim of OPTIMISE is to reduce the cost of maintaining the performance and safety of large ships throughout their full life-cycle. It will create a data exchange and management architecture capable of supporting virtual enterprises and speeding information exchange between collaborative partners involved with all stages of the ship lifecycle.Export of data in STEP format for third-party tools. . . internetbased product data management (PDM) system that will enable all maritime enterprises to take full advantage of STEP standardisation. which in turn. ..The product data interchange for the maritime information society Start date: 1998-02-01 End date: 2000-07-31 Project Acronym: SEANET Project status: Completed Objective: The objective of SEA-NET is to create the virtual-enterprise-wide. OPTIMISE will develop new IT tools for managing high-level data. .A simulation component. General information: To achieve this.Optimal maintenance intervention of ships in Europe. a 30% reduction in ship structural repair costs after allowing for the costs of a more rigorous preventative maintenance regime. Specific quantitative targets have been set by OPTIMISE i. corrosion and strain damage) in the material of the ship. These new IT tools will be integrated into the TRIBON data management system. A 50% reduction in inspection costs. for inspections of an overall superior quality to current practice. These in turn will enable the safe and economic life of the world's largest ships to be extended by up to 5 years.An IT component to use design data from Ship Product Model Data to determine which areas require inspection (and which can be left to the next inspection).

The PDM servers apply product data management methods to all data stored and will have advanced security features based around encryption and firewalls to protect the sensitive commercial data stored in the network. TEES Start date: 1998-10-01 End date: 2000-09-30 Project Acronym: TEES Project status: Completed General information: The industrial objective of this proposal is to participate in the systems identification. systems modelling. Attached to the Internet will be PDM servers which for the core of the SEA-NET architecture. The Internet will for the backbone of the network providing the basic communication structure over which CORBA messages are sent and web pages accessed. Demonstration in model will be done in large scale traffic model. The ESPRIT project SEASPRITE will provide the underlying CORBA data structure by creating a distributed network system which SEA-NET software modules will integrate with. The state of the art considers only energy consumption and thus the potential for energy savings in the ship's operational lifetime. LCA will give the participating SMEs additional expert tools by which the energy efficiency can be improved.General information: The technical objective is the creation of an infrastructure (architecture) to support a distributed product data management and exchange environment over the internet for the shipping industry. Utilising Life Cycle Analysis methodology the energy content in (a) materials and components (b) assembly in the shipyard (c) operational life of the vessel and (d) scrapping will be analysed. Life Cycle Analysis has been applied mainly in large corporations and most often for large projects. Little attention has been focused on a suitable model framework to aid in the construction of the vessels as this is the most important stage in the development of a vessel. systems optimisation and validation activities for the energy-environment systems in transport. where the designer/naval architect fixes the vessels energy life cycle. . These will control the access to the information held by partners in data vaults of different varieties. . good opportunity exists for validation. As planned vessels will be used for the analysis. LCA has also been applied in JOULE projects for wind power.The Energy Efficient Ship . but in particular the ships for inland waterways and shortsea traffic. as this under-utilised transport system is prioritised by the European Commission for absorbing some of the growth in transport. This environment will also supply integrated workflow tools and EDI messaging.application of life cycle analysis.

it must take advantage of the possibilities afforded for information handling technologies and methods. from tendering. stability and loading analysis. the German National project Itis. steel structure. Specifically there is the necessity to be able to migrate data through from phase to phase ensuring consistent re-use throughout the life cycle by all companies requiring access to the data. The data to be managed will include the hull definition. having the effect that the lifecycle management will require the roll-on of a single high level entity rather than a collection of disparate data items. operation and repair. The data will be encapsulated at the highest level. driven by the need for the European maritime industry to make maximum utilisation of the information handling capabilities of Information Technology and communication systems that exist today. internal arrangements and compartmentalisation. and hull structural survey results. SEASPRITE Start date: 1996-07-01 End date: 1999-06-30 Project Acronym: SEASPRITE Project status: Completed Objective: In order for the European marine industry to retain and increase its market share. and the industry sponsored project. This will enable the industry to support co-operative working. ShipSTEP. There is considerable experience in the consortium in the field of data exchange standardisation and concept proven within ESPRIT projects such as NEUTRABAS (EP2010). MARITIME (EP6041). implement. concurrent engineering and decision support.Software architectures for ship product data integration and exchange. SEASPRITE is an end-user project. space usage. SEASPRITE will demonstrate its application in a number of business scenarios. but that there is real management of the data in the context of business usage. It is the aim of SEASPRITE to now progress this technology to create application frames in order to fulfil the business needs of European companies to increase their competitive position by reducing time of ship design through to operation. detailed design. This product data will be supported by data representing work flow. General information: The architecture supporting the integrated engineering management systems will ensure that not only is data exchanged. whether this be as a ship or project. which are becoming available. initial conceptual design through model basin tests. plan appraisal. and by further reducing lead times due to data handling in the operational stage of the life cycle.. In order to facilitate this. monitoring and transfer of ship hull data throughout the ship lifecycle. production. In order to provide an efficient implementation the underlying requirement is the development of a complete ship product model to act as the basis for a Data Exchange and Management (DEM) architecture. loading. quality and project information. test and evaluate an architecture to enable the management. the objective of SEASPRITE will be to create. .

documentation and maintenance are the main items which will be addressed. The life-cycle cost will be reduced by putting more effort into the development of the base software.Results for this Project Software Architectures for Ship Product Data Integration and Exchange (SEASPRITE) 22/12/1999 . but not identical customised software. the tools and techniques for implementing such a framework are acquired and implemented at TTS. but not identical. the resources involved with supporting and maintaining this type of software shall coincide with the size and complexity of the source code. The experiment will be carried out in three phases. The customised software products are very similar. Revision training and dissemination are carried out in the last phase. CUSTOMIZE Start date: 1997-03-01 End date: 1998-01-31 Project Acronym: CUSTOMIZE Project status: Completed Objective: TTS delivers turnkey robot production systems with customised software for the shipbuilding industry. the most important deliverable from this experiment is the organisation consisting of trained personnel and the knowledge of how to implement the techniques derived in this project. while the life cycle costs related to customised software accounts for in the area of 50%. but not identical software products. Notice.Efficient development and maintenance of similar. but not identical. Results for this Project Efficient development and maintenance of similar. The second phase is the actual implementation of the experiment. The primary goal is to reduce the life-cycle costs of customised software with 30% over a product series of four similar. TTS' software developing unit consists of 9 people. EXPECTED IMPACT AND EXPERIENCE It is a goal for TTS that the quality of the customised software shall approach the level of standard software. Firstly. Re-usability of source code. The customised software accounts for approx. but not identical customised software products. The project objective is to reduce the life-cycle cost of products in a series of similar. but not identical products. Further on. but not identical customised software products is very common in the SME segment of the automation and production system industry. techniques and training for handling series of similar. The baseline project will be the development of the new TTS PC based CAD-robot interface software starting in 1997. The problem TTS faces with a large number of similar.g. customised software products (CUSTOMIZE) 06/07/2001 . 25% of the total source code of a typical TTS contract. they have approximately 90% common source code. that is tools. General information: THE EXPERIMENT The scope of the project is to create a framework. e.

develop a life-cycle product model for maritime products. which takes into account the perspectives of the shipyard.develop a prototype presentation component to accompany neutral product data exchange . It is mainly based on current neutral product data definition methodology (the ISO STEP standardisation project). General information: The technical goals are to: .demonstrate the product model in pilot tests .contribute to the ISO standardisation process by actively participating in the development of an application protocol for product life-cycle data in the maritime field. and focuses on the information exchanged by these parties .. certifier and owner. The longer-term goal is to develop an object-based architecture and informationmodelling environment.define information exchange scenarios for the design and maintenance of maritime products. MARITIME Start date: 1992-07-01 End date: 1995-06-30 Project Acronym: MARITIME Project status: Completed Objective: The objective of MARITIME is to improve the sharing and exchange of product data within the European maritime industry by the application of modern information and interface technologies throughout the life-cycle of maritime products. particularly ships.develop a methodology for extracting the relevant subsets from neutral product databases .Modelling and Reuse of Information over Time. . particularly ships. focusing on stell structures and equipment and outfitting .

4. The author has developed some assessment methods for cost effectiveness and complexity measurements intended to be used by ship designers for the real time control of cost process. The traditional design methods do not adequately include. The measures proposed in this PhD are based on several techniques like decision analysis. En todos os casos o deseño dunha investigación implica novidade e orixinalidade polo que as teses son unha boa mostra das novidades acaecidas un período de tempo sobre un tema ou sector. The use of design for X. Innovation is required in structural design and cost assessment. The objectivity aspect is essential when using the complexity and cost measures in a design automation system. early enough. to reduce the overall design time and to shorten the build cycle of ships. production and design complexity issues at the early stages of the design process. Taking an integrated approach throughout the life cycle of the ship and using concurrent engineering analysis tools can improve these traditional design process weaknesses. these methods will provide design engineers with objective and quantifiable cost and complexity measures making it possible to take rational design decisions throughout the design stages. data mining. Proporciónase un resumo da tese e/ou un acceso á tese ou a un sumario desta. Fundamentally. neural network.. production and ship’s life cycle. - Cost Effectiveness and Complexity Assessment in Ship Design within a Concurrent Engineering and "Design for X" Framework Autor: Caprace.. un diagnóstico ou análise situacional. fuzzy logic. The main obstacle to this approach is the lack of convenient and reliable cost and performance models that can be integrated into a complex design process as is used in the shipbuilding industry. They are objective facts. but rather on a model generated to represent the ship design. which are not dependent on the engineer’s interpretation of information. cost. Traditional models and analysis methods frequently do not provide the required sensitivity to consider all the important variables impacting performance.. cost. Our challenge is that achieving this sensitivity at the early design stage almost requires data available during the detail design analysis. So there is a significant need to concurrently consider performance.. Teses Unha tese pode consistir nunha investigación científica. during the design is the solution: to reduce failure during a ship’s life caused by design misconception. and particular design for production and cost schemes. unha avaliación dun modelo de xestión. A busca de tese realizouse na base de datos de Teseo e do buscador de tese Scirus. to enlarge the number of design alternatives during the design process.. . un deseño dunha proposta de intervención. The outcome is that corrective actions can be taken by management in a rather short time to actually improve or overcome predicted unfavourable performance. Jean-David Universidad: Université de Liège Fecha de Lectura: 2010-02-26 Resumen: Decisions taken during the initial design stage determine 60% to 95% of the total cost of a product. production and life cycle engineering to have a positive impact on the design.

The output of the manning model is the number of crew required to accomplish a given mission for a particular selection of . and lessons learned that have helped minimize the cost of a ship.. manning estimate tools must be run seamlessly as part of the overall ship synthesis and optimization.Finally. and level of automation. preferably in concept design. This requires assessment of thousands of designs without human intervention. Integrated Simulation Manning Analysis Tool.S. cost estimation. this project will also address various aspects of the ship design process which have a direct effect on the cost of building a ship. of Mechanical Engineering. This thesis provides a method of implementing a manning task network analysis tool (ISMAT. but not be limited to. combat systems. reliable manpower estimates need to be included early in the design process. determining which design decisions have the biggest impact on the ship's total cost. junior grade Universidad: Massachusetts Institute of Technology. Consequently. the designers should obtain well-defined and unambiguous metrics for measurement of the different types of cost effectiveness and complexities in engineered artefacts. risk and effectiveness. The total ship design problem must be set up before actually running the optimization. Life cycle cost is largely determined by decisions made during concept design. as well as design optimization. the cost estimation process. - Updating MIT's cost estimation model for shipbuilding Autor: Smith. Such metrics help the designers and design automation tools to be objective and perform quantitative comparisons of alternative design solutions. The ship concept exploration process developed at Virginia Tech uses a Multi-Objective Genetic Optimization to search the design space for feasible and non-dominated ship concepts based on cost. common pitfalls in the design process that lead to increases in cost. Manning and Automation Model for Naval Ship Analysis and Optimization Autor: Scofield. communication. If manning is to be included in this process. Fecha de Lectura: 2006-04-14 Resumen: The manning of a ship is a major driver of life cycle cost. Dept. The inputs to the analysis are ship systems (propulsion. Tyson James Universidad: Faculty of Virginia Polytechnic Institute and State University. Micro Analysis and Design) in an overall ship synthesis program and design optimization. Lieutenant. with these tools. Fecha de Lectura: 2008 Resumen: This thesis project will update the MIT ship cost estimation model by combining the two existing models (the Basic Military Training School (BMTS) Cost Model and the MIT Math Model) in order to develop a program that can accurately determine both a ship's acquisition cost as well as its life cycle cost. Using United States Coast Guard resources. etc). This will include. maintenance strategy. In this PhD. these metrics have been applied and validated with success in real industrial conditions on the design of passenger ships. Government Accounting Office (GAO) has determined that manpower is the single most influential component in the life cycle cost of a ship. Matthew B. The U.

Fecha de Lectura: 2006 Resumen: Since the end of the Cold War naval procurement for the US Navy has seen a dramatic decrease. and operation/support/disposal). This understanding enables us to make decisions and define strategies that help to resolve the problematic behaviors associated within these systems. As a result there is less tolerance on the part of taxpayers and Congress for procurement cost growth. A system dynamics model of the integration of new technologies for ship systems Autor: Damle. The performance of the manning model in this case study is assessed and recommendations are made for future work. They can manage the probabilistic nature of a military mission and equipment maintenance. The program builds large and complex functions from small related tasks. and a concept exploration case study is performed for an Air Superiority Cruiser (CGX) using this model. Dept. It is necessary to develop and use a model that incorporates other cost driving factors in order to develop estimates of sufficient quality at the preliminary design level. An examination of how industry is conducting cost estimates was used as a comparison to the current Navy practices. Aristides Universidad: Massachusetts Institute of Technology. and can be used to simplify the problem by breaking down the complex functions and tasks of a ship’s crew. Pushkar Hari Universidad: Virginia Polytechnic Institute and State University. decisions taken today can have long lasting impact on system performance. maintenance and automation. This Thesis attempts to examine the current method that the Navy conducts ship cost estimates and suggests changes in order to improve the confidence level and accuracy of the forecasts. The integration phase of the implementation process represents most of the cost overruns experienced in the overall new technology life cycle (development. This decrease in defense spending has placed existing programs under more scrutiny than previous years. The Navy has experienced large cost overruns during the new technology implementation process on ship systems that can also have an impact on total life cycle performance. maintenance and automation. This research shows that there is a difference between minimum manning and optimal manning on US Navy Ships. Finally using only a weight based approach to ship cost estimating is insufficient. In this thesis. Task network analysis programs are ideal for this problem. and allows a more flexible scheme for building complex mission scenarios. integration. For example within an operating environment such as the US Navy. Fecha de Lectura: 2003-09-16 Resumen: System dynamics has been used to better understand the dynamics within complex natural and social systems. The RSM is added to the ship synthesis model to calculate required manning. of Mechanical Engineering. Estimation of ship construction costs Autor: Miroyannis.systems. This simplifies the calculation of personnel and time utilization. We have observed a general concern that there is a lack of . ISMAT is run in a pre-optimization step to build a response surface model (RSM) for calculating required manning as a function of systems.

An investigation of these dynamics yields a dominant cost behavior that characterizes the technology integration processes. The system dynamics model that is developed in this manner is based on data obtained from the experts. among ship-builders and planners. The following two dynamic hypotheses relative to lifecycle cost and performance of the inserted new technology were confirmed: (1) For the current structure of the model we observe the more the complexity of the new technology. This behavior is Sshaped growth. Another interesting insight is that cost is very sensitive to the material procurement. (2) Integration of immature (less developed) technologies is associated with higher costs. One of the goals of our research effort has been to better understand the dynamic behavior of the new technology integration processes. This will evolving understanding of the behavior of individual activities in the integration process. add to our technology . the less affordable a technology becomes. and the Virginia Tech System Performance Laboratory take part in group model building exercises. the US Navy.understanding for the dynamic behavior of those processes which comprise the integration phase. Our approach has also been to provide a comprehensive knowledge elicitation process in which members from the shipbuilding industry. such as testing and cost of rework and risks associated with inadequate testing etc. for various evaluation. using a dynamic modeling technique known as System Dynamics. Future research can be addressed to a more detailed level of abstraction activities included in the technology integration phase.

English Italiano (GaBi 4. Life cycle sustainability assessment (LCS). Life cycle costing (LCC). Thai. GaBi DfX) Green-E.0 Provedor ifu Hamburg GmbH Instrumentos Life cycle management (LCM).3 GaBi DfX Japanese. Dita dirección pertence á European Platform on Life Cycle Assessment. Life cycle costing (LCC).1. Life cycleengineering (LCE).1) GreenDeltaTC English . DfR). DfR) Life cycle management (LCM). Design for environment (DfE. Life cycle impact assessment (LCIA). Life cycle sustainability assessment (LCS). Danish. DfR). Design for environment (DfE. version 1. Substance/material flow analysis (SFA/MFA) Life cycle management (LCM). Life cycle sustainability assessment (LCS). Life cycle work environment (LCWE). Spanish.1 Software costo do ciclo de vida Ferramenta / versión número e!Sankey 1. Portuguese. German. Life cycle assessment (LCA).3. Life cycle assessment (LCA). Life cycle assessment (LCA). Life Idiomas de interface English PE International GmbH GaBi 4. Life cycle costing (LCC).2 GaBi 4. Chinese. supply chain management. Life cycle inventory (LCI). Substance/material flow analysis (SFA/MFA) Life cycle management (LCM). Software de xestión de Análise de Ciclo de Vida A continuación móstrase algúns dos software que hai no mercado para xestión de análisis do costo do ciclo de vida en xeral. Design for environment (DfE. Product stewardship. Ó final do apartado facilítase unha dirección onde están recollidos os software existentes. Life cycle inventory (LCI).0 Ecointesys – Life Cycle Systems English openLCA framework (beta 1. 5. Life cycleengineering (LCE). Complience checks. Life cycle assessment (LCA). Life cycle work environment (LCWE).5.

Substance/material flow analysis (SFA/MFA) Ecobilan Life cycle management PricewaterhouseCoopers (LCM). German. Italian. Danish. Life cycle costing (LCC). Life cycle impact assessment (LCIA). Design for environment (DfE. Japanese. Life cycle assessment (LCA).5 TEAM™ Web Simulator cycle inventory (LCI). Life cycle impact assessment (LCIA). Product stewardship.V. Dutch. German.3 SimaPro 7 TEAM™ 4. Life cycle costing (LCC). Life cycleengineering (LCE).REGIS 2. Life cycle work environment (LCWE). Life cycle costing (LCC). Life cycle assessment (LCA). Product stewardship. Life cycle costing (LCC). Life cycle impact assessment (LCIA). Spanish. Life cycle management (LCM). Complience checks. Life cycle inventory (LCI). Product stewardship. English English . Life cycle work environment (LCWE). Life cycle impact assessment (LCIA). supply chain management. Life cycle sustainability assessment (LCS). Life cycle sustainability assessment (LCS). Substance/material flow analysis (SFA/MFA) sinum AG Life cycle management (LCM). DfR). Design for environment (DfE. Substance/material flow analysis (SFA/MFA) PRé Consultants B. Life cycle inventory (LCI). French. DfR). Complience checks. DfR). Spanish. Life cycle assessment (LCA). supply chain management. supply chain management. English Japanese. Life cycle inventory (LCI). Life cycle sustainability assessment (LCS). Greek. Design for environment (DfE. Life cycleengineering (LCE).

vm 5. Life cycle assessment (LCA). Life cycle assessment (LCA). supply chain management.AVEVA Instrumentation Business Value Calculator (BVC) A BVC axuda a estimar o aforro de tempo e o custo que as empresas poderán lograr mediante a aplicación de AVEVA Instrumentation. Life cycle impact assessment (LCIA).eu/lcainfohub/toolList. Life cycle inventory (LCI). Life cycle impact assessment (LCIA).jrc. English PricewaterhouseCoopers (LCM).5 WISARD 4. Life cycleengineering (LCE). Product stewardship. Life cycle costing (LCC) Na seguinte dirección pode atoparse un directorio de ferramentas de ACV URL: http://lca. . unha solución de ciclo de vida . Product Lifecycle Management for Shipbuilding and Offshore.IBM Software. Dassault Systèmes (DS)' Product Life Cycle Management (PLM). supply chain management.europa. Life cycle inventory (LCI). Life cycle sustainability assessment (LCS).ec.2 Software PLM Siemens PLM Software PLM pode automatizar a administración de configuración e control de calidade ao longo de toda a vida útil dun buque. Ofrece solucións integradas de PLM para acelerar o desenvolvemento de produtos innovadores que teñan máis posibilidades de éxito no mercado. Life cycle costing (LCC).0 Substance/material flow analysis (SFA/MFA) ifu Hamburg GmbH Life cycle management English (LCM).Umberto 5. Product stewardship. . PLM: Product lifecycle management. Substance/material flow analysis (SFA/MFA) Ecobilan Life cycle management French.

datos de referencia e os métodos recomendados para os estudos de ACV. Availability Workbench and LCCWare de Isograph Software Relex LCC de Relex Software DLCC de Advanced Logistics Developments 6. Outros recursos e referencias Recollemos webs. O seu obxectivo é proporcionar un enfoque para as actividades de ampliación da Facultade no ámbito da modelización computacional de sistemas de enxeñaría. Engineering Cost Analysis Tools.verdadeira para o deseño. DRDC Atlantic CR 2008-106. June 2008 Methods and Models for Life Cycle Costing. pero cremos que tamén se poden utilizar para o sector naval. noticias e documentos que poden ser de interese.de/CostManagementBook_Excerpt_3. Alternate Marine System Materials Study – Phase II. 5. (Méthodes et modèles d'évaluation du coût de possession).3 LCC software aplicables á mariña Unha revisión de software dedicado a LCC identificou catro paquetes comerciais.costfact. Contract Report. instalación e mantemento de instrumental tanto nas plantas coma nos buques.pdf - - - . Computational Engineering and Design Centre (home) (CEDC) Este centro ten a súa sede na Facultade de Enxeñaría e Ciencia Aplicada da Universidade de Southampton. Final Report of Task Group SAS-054. estes paquetes foron creados para o sector da aeronautica. empresas. Published June 2007 Cost Management in Shipbuilding http://www. A Plataforma Europea sobre ACV alberga tamén unha selección de ferramentas. European Platform on Life Cycle Assessment O obxectivo da Plataforma Europea sobre Avaliación de Ciclo de Vida é apoiar as empresas e as autoridades públicas na execución de consumo e produción sostibles.

DNV lanzou unha nova clase de notación para a xestión integrada de software dependente Systems (ISDS). custos e riscos nos buques vida enteira. Esta notación representa as mellores prácticas aplicables aos procesos de traballo e garantía de calidade relacionados co ciclo de vida completo dos sistemas integrados que se usan por exemplo. na industria offshore. DNV presenta nova notación de clase para a xestión integrada de software de sistemas dependentes (ISDS). AVEVA adquire solución de integridade da administración do Banco Asiático de Desenvolvemento Systemer ÁS en Stavanger. Whole Life Cycle Cost of New Vessels and. - - Imtech Marine target 2015: doubling revenue up to 1 billion euro Centrándose no ciclo de vida completo de Imtech establecerá alianzas estratéxicas cos principais clientes vincúlense os coñecementos da fase de construción de novo coa fase operativa do buque. Con esta experiencia Imtech pode axudar e asesorar os clientes.Modeling & Simulation for Evaluating. Noruega AVEVA adquire todos os activos relacionados co negocio de petróleo e gas do Banco Asiático de Desenvolvemento Systemer ÁS. An Achievable Imperative for Modern Shipbuilding Proxecto Calypso docuemntos: . A suite compañeiro de traballo dos servizos integraranse na rede de AVEVA para proporcionar aos propietarios / operadores unha solución de Operacións de Integridade que soporta o ciclo de vida completo. Pdf. tendo en conta e equilibrar os beneficios. Related Complex Systems. O obxectivo é lograr un custo competitivo sen igual da propiedade.- Managing a Single Source of Product Data Over a Ship’s Life. Vessel Management Simulation. - - .

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