SIMULATING CONSUMABLE ORDER FULFILLMENT VIA ADDITIVE MANUFACTURING TECHNOLOGIES

Operational availability of naval aircraft through material readiness is critical to ensuring combat power. Supportability of aircraft is a crucial aspect of readiness, influenced by several factors including access to 9B Cognizance Code (COG) aviation consumable repair parts at various supply echelons. Rapidly evolving additive manufacturing (AM) technologies are transforming supply chain dynamics and the traditional aircraft supportability construct. As of June 2022, there are 595 AM assets within the Navy’s inventory—all for research and development purposes. This report simulates 9B COG aviation consumable fulfillment strategies within the U.S. Indo-Pacific sustainment network for a three-year span, inclusive of traditional supply support avenues and a developed set of user-variable capability inputs. Simulated probabilistic demand configurations are modeled from historical trends that exploit a heuristic methodology to assign a “printability” score to each 9B COG requirement, accounting for uncertainty, machine failure rates, and other continuous characteristics of the simulated orders. The results measure simulated lead time across diverse planning horizons in both current and varied operationalized AM sustainment network configurations. This research indicates a measurable lead time reduction of approximately 10% across all 9B order lead times when AM is employed as an order fulfillment source for only 0.5% of orders.NPS Naval Research ProgramThis project was funded in part by the NPS Naval Research Program.Lieutenant Commander, United States NavyApproved for public release. Distribution is unlimited

Literature review on shipyard productivity in Indonesia

The shipyard industry plays an important role in supporting fishing activities and efforts to fulfill animal protein for humans. It is an industry that has an orientation to produce a product in the form of a ship. There are two types of shipyards, which are offshore buildings and floating buildings - both are used to build new ships and repair old ships. Based on the level of technology used by the shipyard industry, it is divided into modern, traditional, and semi-modern shipyards. Its productivity can see the advantages and disadvantages of a shipyard to ensure this industry remains to exist. Several factors need to be taken into account to increase the shipyard productivity, including land or location, human resources, technology, and materials.Keywords:ProductivityShipyardTechnolog

Towards an Autonomous Industry 4.0 Warehouse: A UAV and Blockchain-Based System for Inventory and Traceability Applications in Big Data-Driven Supply Chain Management

[Abstract] Industry 4.0 has paved the way for a world where smart factories will automate and upgrade many processes through the use of some of the latest emerging technologies. One of such technologies is Unmanned Aerial Vehicles (UAVs), which have evolved a great deal in the last years in terms of technology (e.g., control units, sensors, UAV frames) and have significantly reduced their cost. UAVs can help industry in automatable and tedious tasks, like the ones performed on a regular basis for determining the inventory and for preserving item traceability. In such tasks, especially when it comes from untrusted third parties, it is essential to determine whether the collected information is valid or true. Likewise, ensuring data trustworthiness is a key issue in order to leverage Big Data analytics to supply chain efficiency and effectiveness. In such a case, blockchain, another Industry 4.0 technology that has become very popular in other fields like finance, has the potential to provide a higher level of transparency, security, trust and efficiency in the supply chain and enable the use of smart contracts. Thus, in this paper, we present the design and evaluation of a UAV-based system aimed at automating inventory tasks and keeping the traceability of industrial items attached to Radio-Frequency IDentification (RFID) tags. To confront current shortcomings, such a system is developed under a versatile, modular and scalable architecture aimed to reinforce cyber security and decentralization while fostering external audits and big data analytics. Therefore, the system uses a blockchain and a distributed ledger to store certain inventory data collected by UAVs, validate them, ensure their trustworthiness and make them available to the interested parties. In order to show the performance of the proposed system, different tests were performed in a real industrial warehouse, concluding that the system is able to obtain the inventory data really fast in comparison to traditional manual tasks, while being also able to estimate the position of the items when hovering over them thanks to their tag’s signal strength. In addition, the performance of the proposed blockchain-based architecture was evaluated in different scenarios.Xunta de Galicia; ED431C 2016-045Xunta de Galicia; ED431G/01Agencia Estatal de Investigación de España; TEC2016-75067-C4-1-

The effect of increasing the thickness of the ship’s structural members on the Generalised Life Cycle Maintenance Cost (GLCMC)

In the context of the EU funded IMPROVE project, the research work of a Generalised Life Cycle Maintenance Cost (GLCMC) was initiated in order to investigate the influence of a weight oriented ship structural design on its production and operational characteristics. Following this, an increase in the structural scantlings of the ship was examined following the IACS Common Structural Rules (CSR) for double hull oil tankers. A case study for a Chemical tanker is shown considering an addition in its bottom plate thickness and three different cases of mean annual corrosion rates applied. A comparison regarding the “Gross gains”, “Gross expenses” and “Net gains” for this ship is also presented. Moreover, an evaluation of the extra cost for the additional steel weight used is shown together with the outcome on the repair-free operation of the ship for different additional plate thickness. Finally, a sensitivity analysis is carried out for the most likely case (“Case 2”) and the variation of different amount of days spent in the ship repair yard

Quality management approach of product data models for shipbuilding

A quality management approach to manage the quality of ship product model data is discussed. It aims to improve and to automate product data model control to make the design and production processes more reliable. This approach is supporting an efficient correction of decient structural designs under visual guidance towards the identied problems. Two international standards ISO STEP-59 and ISO/PAS 26183:2006 are utilized in this thesis

Sistem Rantai Blok Untuk Logistik Dan Pembelian Komponen Reparasi Kapal Pada Galangan

Indonesia merupakan salah satu negara maritim terbersar di dunia. Dengan kondisi geografis yang unggul, Indonesia dapat unggul dalam persaingan dibidang kemaritiman. Perkembangan teknologi dan digitalisasi yang pesat dapat dimanfaatkan untuk pengembangan di bidang kemaritiman. dalam mengupayakan pengembangan teknologi dan digitalisai, dapat menghasilkan produktifitas industri dalam era industri 4.0. Blockchain merupakan salah satu inovasi pada bidang teknologi dan digitalisasi yang dapat diterapkan dalam dunia maritime, salah satunya untuk supply chain management. Penggunaan sistem informasi berbasis blockchain dapat diimplementasikan dalam galangan kapal untuk meningkatkan produktifitas industri kemaritiman. Dalam teknologi ini, transparansi dan juga desentralisasi data dapat diterapkan pada galangan kapal. Blockchain dapat diterapkan dalam proses procurement pada galangan kapal. Fitur sistem informasi ini difungsikan untuk proses pengadaan material dan component untuk reparasi kapal. Sehingga dengan sistem informasi berbasis blockchain dapat mempermudah proses pengadaan barang pada galangan untuk meningkatkan produktifitas industri tersebut. =================================================================================================== Indonesia is one of the largest maritime countries in the world. With superior geographical conditions, Indonesia can excel in competition in the maritime sector. Innovation can utilize the rapid development of technology and digitalization to develop the maritime sector. Pursuing technology development and digitalization can produce industrial productivity in the industrial era 4.0. Blockchain is one of the innovations in technology and digitalization. It can be applied in the maritime world, one of which is supply chain management. The use of blockchain-based information systems can be implemented in shipyards to increase the productivity of the maritime industry. In this technology, transparency, as well as data decentralization, can be applied to shipyards. Blockchain can be applied in the procurement process at shipyards. Blockchain can be applied in the procurement process at shipyards. This information system feature is used to procure materials and components for the ship reparation. So, a blockchain-based information system can simplify procuring goods at the shipyard to increase the industry's productivity

Air Warfare Destroyer Program

The objective of the audit was to report on the progress of the current phase of the AWD Program, which is known as SEA 4000 Phase 3–Build. This phase commenced in June 2007, and covers the finalisation of the detailed design, the signing of the Alliance and Platform System Design contracts, and the construction and delivery of the ships by the Industry Participants to the DMO. Phase 2 of the AWD Program was the design phase, and ended in June 2007. Phase 2 is addressed in this report in terms of its role in reducing risks in Phase 3. The audit focused primarily on Defence’s administration of the AWD Program. It examined Defence’s progress thus far in establishing and working through the management structures and processes used to deliver the DDGs within approved cost, schedule and performance parameters. The audit considered the Hobart-class DDGs’ design and construction in terms of: the achievement of key engineering and construction milestones, based on systems engineering criteria; the management of cost, schedule and their attendant risks; and the effectiveness of the Alliance contract. The high-level criteria used in the audit to assess Defence’s administration were as follows: contract management processes should be in accordance with internal Defence procedures and contractual provisions; appropriate project governance, financial controls, and reporting mechanisms should be in place; delivery and acceptance arrangements should assure conformance with technical regulatory requirements; and the program should adhere to agreed systems engineering procedures. Overall conclusion At a budgeted cost of some 8.5 billion, the SEA 4000–Air Warfare Destroyer (AWD) Program is one of the largest acquisitions undertaken by the Department of Defence (Defence) for the Royal Australian Navy (RAN). The Program will deliver three Hobart-class Guided Missile Destroyers (DDGs) that will replace the RAN’s four remaining Adelaide-class Guided Missile Frigates (FFGs). The DDGs are based on a modified version of an existing design, newly exported by a Spanish designer to a new Australian shipbuilder for construction in a distributed-build environment. The Alliance contract for the construction of the DDGs involves the Commonwealth as the owner-participant; and two non-owner Industry Participants, namely ASC AWD Shipbuilder Pty Ltd, the subsidiary of a (Commonwealth) Government Business Enterprise (GBE) and Raytheon, a public company. The AWD Program’s governance and construction arrangements are inherently complex, but seek to strike a reasonable balance between assigning core responsibilities to individual parties and promoting a cooperative relationship between the Alliance participants. The Alliance contract imposes a ‘fundamental obligation’ on the Industry Participants to deliver the DDGs and other Supplies and to achieve delivery schedule commitments. There is, accordingly, high dependency on the performance of the Industry Participants to manage the project risks in association with the Commonwealth. Any residual risks accrue to the Commonwealth in funding the project, and to the Commonwealth’s representative in the Alliance, the Defence Materiel Organisation (DMO), in managing the delivery of this significant capability within cost and to schedule, as the AWD Program manager and project customer on behalf of the RAN. Successive Australian governments have accepted that building the DDGs in Australia would involve a premium over and above the cost of building them overseas. The decision to build locally is based on a desire to retain shipbuilding jobs and facilities, project management and design skills, and experience with sophisticated naval combat systems, so as to enable through-life support of the DDGs in Australia and a continuing naval shipbuilding industry. As part of the June 2007 Second Pass submission to government, the Treasury noted that the premium associated with building the DDGs in Australia was around 1 billion, representing an effective rate of assistance of over 30 per cent for naval shipbuilding. Since the commencement of the build phase, the AWD Program has developed and maintained a skilled workforce and production facilities, and made significant progress in the construction of the DDGs. As at January 2014, consolidation of blocks in the form of a hull was nearing completion on Ship 1, and zone-level fit-out was well underway. The majority of Ship 2 blocks were structurally complete and production outfitting was underway. In the near future, the build phase will expand into the installation, set-to-work and systems integration of complex state-of-the-art warship platform and combat systems. Nevertheless, under current plans, there is a gap between the DDGs’ production and the next design-and-construction program for major surface ships, which would result in a reduction in the naval shipbuilding workforce. A range of Defence stakeholders have observed a risk, which is under consideration by the Australian Government, that the experience and knowledge gained by the shipbuilding sector during the build phase may not be available to meet the RAN’s future whole-of-life support and capability requirements. Defence developed the AWD Program ship design options and alliance arrangements through a substantial investment in a competitive design phase and the close involvement of industry during that phase. This resulted in the selection of a modified Existing Design by the then Government in 2007 instead of an Evolved Design. The Evolved Design was considered to be too immature and presented high risk. In developing the Alliance contractual arrangement, Defence combined elements of a typical alliance contract with the more ‘standard’ risk allocation provisions of a fixed-price contract, with a view to protecting the Commonwealth’s interests. The Alliance contract obliges the Industry Participants to deliver the DDGs and meet schedule commitments. Based on the extensive work undertaken on the design by industry in the design phase, the Alliance contract also includes warranties by the Industry Participants that they had assessed the risks they were assuming; and that they had the resources required to perform their obligations. Despite the contractual arrangements put in place to manage the project, the AWD Program has experienced a range of delivery issues, including significant immaturity in detailed design documentation, major block construction problems and substantially lower than anticipated construction productivity. The design and construction issues have led to extensive, time-consuming and costly rework. The Alliance reported in November 2013 that the contract for the construction of the DDGs would be completed at an estimated cost of some 302 million or 6.8 per cent in excess of the Target Cost Estimate. The cost overrun is attributable to the shipbuilding elements of the project. As previously reported in the 2012–13 Major Projects Report, the AWD Program exceeded its original budget allocation for 2012–13 by 106.4 million as a result of increased Direct Project Costs from the Industry Participants for labour, materials and subcontract costs. In the same report, the CEO DMO advised that: There are emerging concerns from the AWD Alliance around cost overruns and associated delays in shipbuilding aspects of the AWD Program. An independent review is to be commissioned to identify factors contributing to cost growth and delays, and to recommend remediations and mitigation. In the light of these concerns about cost overruns, the current estimated cost of $302 million in excess of the Target Cost Estimate should be treated with caution; the cost increase is likely to be significantly greater. The delivery schedule for the three DDGs was revised in September 2012 and is now some 15 to 21 months later than the original delivery schedule (for Ships 1 to 3). Despite the effect of design and construction issues on the cost and schedule for the DDGs, their materiel capability requirements remain as specified at Second Pass approval. However, Operational Test and Evaluation to validate the specified capability achievement is scheduled to commence in August 2015 for Ship 1, 12 months later than originally scheduled. While Defence did seek to adopt prudent risk mitigation strategies in the design and build phases of the program, drawing heavily on industry input and experience to inform its advice to government, the risks of developing a modified design, exporting the design for construction in distributed Australian shipyards, and re-establishing Australia’s shipbuilding capability were underestimated. This is the first time the Spanish designer Navantia has exported a surface ship design for construction by international shipyards, the first time ASC has built a surface ship, and the other Australian shipyards lacked recent experience in complex warship building. While Defence has subsequently sought to address design, construction and productivity issues through DMO involvement in Alliance governance and program management, and the application by the Industry Participants of new strategies during the build phase, substantial performance issues were ongoing in late 2013. As mentioned above, the continuing detailed design, construction and productivity issues present a significant risk of further overruns in the cost of the project, as well as in the delivery schedule, and will require an ongoing management focus. Further, the program is approaching the complex stage of systems integration when, historically, cost and schedule risks tend to rise

ARCHITECTURE FOR A CBM+ AND PHM CENTRIC DIGITAL TWIN FOR WARFARE SYSTEMS

The Department of the Navy’s continued progression from time-based maintenance into condition-based maintenance plus (CBM+) shows the importance of increasing operational availability (Ao) across fleet weapon systems. This capstone uses the concept of digital efficiency from a digital twin (DT) combined with a three-dimensional (3D) direct metal laser melting printer as the physical host on board a surface vessel. The DT provides an agnostic conduit for combining model-based systems engineering with a digital analysis for real-time prognostic health monitoring while improving predictive maintenance. With the DT at the forefront of prioritized research and development, the 3D printer combines the value of additive manufacturing with complex systems in dynamic shipboard environments. To demonstrate that the DT possesses parallel abilities for improving both the physical host’s Ao and end-goal mission, this capstone develops a DT architecture and a high-level model. The model focuses on specific printer components (deionized [DI] water level, DI water conductivity, air filters, and laser motor drive system) to demonstrate the DT’s inherent effectiveness towards CBM+. To embody the system of systems analysis for printer suitability and performance, more components should be evaluated and combined with the ship’s environment data. Additionally, this capstone recommends the use of DTs as a nexus into more complex weapon systems while using a deeper level of design of experiment.Outstanding ThesisCivilian, Department of the NavyCommander, United States NavyCivilian, Department of the NavyCivilian, Department of the NavyCivilian, Department of the NavyCivilian, Department of the NavyCivilian, Department of the NavyCivilian, Department of the NavyApproved for public release. Distribution is unlimited