Product-Oriented Design and Construction (PODAC) Cost Module – An Update

2000 ◽  
Vol 16 (01) ◽  
pp. 60-68
Author(s):  
John C. Trumbule ◽  
John J. Dougherty ◽  
Laurent Deschamps ◽  
Richard Ewing ◽  
Charles R. Greenwell ◽  
...  

ABSTRACT During the past several years the US Navy and the shipbuilding industry have been working together to develop a cost estimating tool that is sensitive to manufacturing processes and techniques. The Product-Oriented Design and Construction Cost Model (PODAC) Project's charter is to develop a product-based, production driven cost estimating tool that will be used by shipbuilders and the Navy to assess the cost of innovated and advanced technologies proposed for naval application. This paper will highlight the progress of the model development and the future direction of the project. Additionally, the PODAC Integrated Product Team (IPT) has been installing and implementing the PODAC Cost model at five major U.S. shipyards and within the Naval Sea Systems Command (NA VSEA) over the last twelve months. A structured evaluation of the model has taken place at several shipyards. The evaluation process was conducted in terms of technical or engineering trade-off studies. The findings and recommendations of one of these studies are discussed.

2021 ◽  
Author(s):  
Justyna Rybicka ◽  
Teresa Purse ◽  
Brett Parlour

Cost estimation helps build confidence in the feasibility of the development of novel manufacturing processes. This paper focuses on the exploration of the cost estimation for novel manufacturing processes for decision support. One of the aspects of estimation is building credibility around the analysis, especially, in the early stages of planning. Cost estimating guidelines provide a good overview of the cost estimation steps but there is a requirement for guidelines for cost estimation model development. Through building on an understanding of the cost estimation principles, as well as cost estimation modelling, a high-level generic approach for process cost estimation is proposed. Further, a demonstration of a cost estimation modelling approach used for composites manufacturing in the automotive sector is provided, outlining the steps in cost estimation model development.


1999 ◽  
Vol 15 (04) ◽  
pp. 233-252
Author(s):  
M. Fleischer ◽  
R. Kohler ◽  
T. Lamb Fellow ◽  
H. B. Bongiorni

The US shipbuilding industry finds itself pressed on many sides by dwindling government and commercial ship orders. Without significant improvement in performance, the US shipbuilding industry will contract to the minimum that can sustain government and Jones Act commercial ship demand. There has been considerable benchmarking of the US shipbuilding with other shipbuilding countries and other US and foreign industries. In these studies, the improved management of the supply chains has been found to be an important way to improve performance. The 1996 21s' Century Agile Shipbuilding Strategies report identified improvement in the relationship between shipyards and their suppliers as one of the highest priorities. In the marine industry over 50% of the cost of the delivered product is for material and equipment. When significant turn-key subcontracting is used this can increase to 75%. Over the past two decades, most US shipbuilders acknowledged that their productivity was significantly lower than world class shipbuilders. More recently they have acknowledged a material cost differential of up to 33%. Clearly, the cost of material is one of the major sources of the lack of international competitiveness of the US marine industry. The performance of the US automotive and aerospace industries has improved significantly by focusing on and improving their supply chain management. Much of Boeing's and Chrysler's improvement has been attributed to successful change in this area. This paper describes the results of a project that analyzed supply chain management in the marine industry as a way to develop a set of best practices.


2011 ◽  
Vol 264-265 ◽  
pp. 1003-1008 ◽  
Author(s):  
Muataz H.F. Al Hazza ◽  
Erry Yulian Triblas Adesta

Cost structuring of new technology is a critical mission which needs to be developed systematically to get accurate cost estimation. In this research a new approach was proposed and developed for cost structuring a new process. Cost modeling roadmap was proposed to guide the development of genetic cost model by integrating different cost estimating methods and supporting the optimum solution by using statistical techniques in modeling the cost in high speed hard turning, then by building logical relationships between the different effective variables through three levels of cost drivers; main drivers, process and technical drivers and final drivers. Finally a matlab model was developed for simulating the final cost drivers to study the effect of different parameters on the cost drivers.


1992 ◽  
Vol 8 (03) ◽  
pp. 137-147
Author(s):  
M. Raouf AI-Kattan

Shipbuilding suffers from many of the problems unique to the so-called made-to-order industries. These problems are usually caused by the need to use existing resources to produce products to different design requirements and specifications. The major problems usually result in the inability to predict both the capability of design and production methods to meet the new product requirements. The lack of sufficiently long production runs to justify the development of a prototype to analyze these potential problems has long been used as a defense for poor performance and high levels of rework. Other industries are now using quality techniques, familiar to shipbuilders, to reduce the cost and numbers of prototypes. Toyota in particular is set to reduce new model development by half over the next decade. This paper sets out a methodology for the assessment of design and production capability as an approach to quality improvement in the shipbuilding industry and addresses the all-important cultural factor that is key to the success of any performance improvement program.


2013 ◽  
Author(s):  
Gregory J. Burek ◽  
Thomas L. Neyhart

The shipbuilding industry is considered a very traditional business that experiences long transitional periods to implement major changes, especially in its approach and execution of major business and cultural changes. This reluctance to adopt major changes is mainly due to the industry’s long product development and build cycles compared to other industries, such as automobiles and airplanes. The loner ship cycle, which can be as long as 10-20 years for military builds, is much longer than the cycles typically found in other industries, which are on the order of 1-5 years. Pressure to change in the shipbuilding industry has typically been forced due to economic conditions, wartime efforts or the introduction of new and improved technologies required by customers. Sequestration has recently placed increasing pressure to reduce the cost and number of military ships sponsored by the Federal Government. The key driver to this is our country’s overall economic climate, as well as the global economy. Consequently, this global cost pressure is affecting both military and commercial construction worldwide. Every day, our industry news sources discuss our Government’s shortage of naval shipbuilding funds and the need to cut the number of and the cost of each of these designs. Global shipbuilding orders are down due to overcapacity and reduced customer demand. The US shipbuilding industry is facing some very critical challenges, both domestically and internationally. These challenges must be addressed so that our industry can maintain its national strategic capability.


Blood ◽  
2011 ◽  
Vol 118 (21) ◽  
pp. 4224-4224
Author(s):  
Charles Edward Mahan ◽  
Matt Borrego ◽  
Alex C Spyropoulos

Abstract Abstract 4224 Introduction. Venous thromboembolism (VTE) is comprised of deep vein thrombosis (DVT) and pulmonary embolism (PE). VTE is a common cause of serious morbidity and mortality associated predominantly with hospitalization. The concept of “preventable” DVT has recently emerged in the medical literature. VTE remains the number one cause of preventable death in hospitalized patients. To date, VTE costs at a United States (US) national level for total costs, hospital-acquired costs, and “preventable” hospital-acquired costs have not yet been well-defined. Recently, investigators have defined US annual total, hospital-acquired, and preventable DVT costs ranged from $7.5 to $39.5 billion, $5 to $26.5 billion, and $2.5 to $19.5 billion, respectively, in 2010 US dollars. When a multi-way sensitivity analysis was applied, taking into consideration higher incidence rates and costs, annual US total, hospital-acquired, and “preventable” DVT costs ranged from $9.8 to $52 billion, $6.8 to $36 billion, and $3.4 to $27 billion, respectively. In addition, it was estimated that the US annual prophylaxis cost of at-risk patients is less than $600 million per year. PE costs have not yet been defined within the US. Defining PE costs would allow for definition of total US VTE costs on an annual basis. Methods. The authors undertook a thorough research review to identify morbidities, incident rates of morbidities, costs of morbidities and incidences of death associated with PE. Identified references were then hand-searched to ensure no pertinent publications had been overlooked. A decision tree and cost model were developed to estimate the United States healthcare costs for PE, total hospital-acquired PE, and total “preventable” PE. The decision tree contains probability information on: PE's that are hospital-acquired or community-acquired; fatal vs. non-fatal; readmissions; VTE recurrence; minor bleed; major bleed; heparin induced thrombocytopenia; chronic thromboembolic pulmonary hypertension; and resolution of symptoms. Based on the decision tree, a cost model with calculations performed via Microsoft Office Excel was developed. The cost model contains all potential outcomes, representing all branches, to reflect all possible outcomes for a PE patient. The product of each outcome's probabilities and costs yields the average cost of a patient going down that respective path of the PE decision tree. Similarly, each branch contains a sum that reflects the average cost of a patient in that branch. Results. Preliminary estimates of US annual direct total, hospital-acquired, and preventable PE costs are likely to range (at a minimum) from $5 to $27 billion, $2.5 to $18 billion, and $2.1 to $15.4 billion, respectively, in 2010 US dollars. Indirect costs, primarily from death due to PE, are estimated to be a minimum of $19.5 billion per year with approximately $11 billion per year of this being “preventable.” A multi-way sensitivity analysis will be applied which will take into consideration higher incidence rates and costs. Final results of the cost analysis, with the multi-way sensitivity analysis will be presented. Preliminary estimates suggest minimum total annualized, direct, VTE costs of approximately $12.5 to $66 billion per year with a minimum of $4.6 to $34.9 billion per year being “preventable.” When factoring in the indirect costs of $11 billion per year, minimum, “preventable” VTE costs within the US appear to range from $15.6 to $45.9 billion per year. Final results of the cost analysis with the multi-way sensitivity analysis will be presented. Conclusions. Considerable savings and reduced morbidity and mortality could be realized if improved prevention rates were achieved and systems were implemented throughout the US. To date, US VTE costs have been underestimated. The DVT and PE cost models may be applied to estimate costs in the European Union and other countries. VTE prophylaxis is cost effective and may be a good target for healthcare savings with healthcare reform on the horizon. Mandating VTE quality measures, such as those from the Joint Commission and National Quality Forum, would expedite reducing health care costs and reduce unnecessary morbidity and mortality. Disclosures: No relevant conflicts of interest to declare.


Author(s):  
Keith Molenaar

Design and construction of projects is complex endeavor that requires the coordination of a multitude of human, physical, and natural resources. The technical design and construction complexities are frequently outweighed by the uncertainties and risks with the social, financial, and political aspects of the projects. To address these risks and uncertainties, project participants have turned to a series of cost and schedule risk management tools over the past 50 years. This paper summarizes the evolution of probabilistic cost estimating and scheduling tools. It also provides examples of applications on complex projects from the US Department of Energy, the US Federal Highway Administration/Washington State Department of Transportation, the Panama Canal Authority, and the international ITER fusion generator. The paper concludes with a discussion of the remaining cost and schedule risk management challenges, which inhibit project participants from achieving their project performance goals.


2009 ◽  
Author(s):  
J. P. Ault ◽  
S. Cogswell

The paper discusses how the US Navy and NSRP SP-3 panel are working together to reduce the cost of painting Navy ships. In addition to describing the various entities and how they interact, the paper summarizes several recent initiatives such as the acceptability of flash rust on hydroblasted surfaces, implementation of single coat tank coatings, retention of pre-construction primers, humidity control during tank painting and paperless QA processes.


Author(s):  
Mohamed El Wazziki ◽  
Anh Dung Ngo

This work aimed at developing a parametric cost-estimating model based on physical laws for making three categories of thermoplastic composites structural aerospace parts from discontinuous prepreg randomly oriented strands. The proposed cost model will use Microsoft Excel spreadsheet developed in house which imputes all industrial and academic data for calculating costs elements such as material, labour, energy, machinery, building costs and costs of working capital, overheads and then the total cost per part. This research study focused, on one hand, at estimating the heating costs for experimental and virtual parts by changing the volume and keeping the same process cycle times. The heating power was determined by simulating the process thermal diagram numerically using finite elements COMSOL software and validated by experimental data. On the other hand, the tooling costs were estimated by DFMA software for experimental and virtual moulds by changing the projected area. Then, the heating energy and tooling costs sizing scaling laws were established under linear equation forms limited to the size of platens areas. These linear equations were inputted in an Excel spreadsheet to calculate the cost of new parts, which have not been made yet. The variation of the total cost with the size and the complexity of the part were investigated. The results showed that the calculated heating energy costs of the three experimental randomly oriented strand parts were different due to different geometries of the heating platens and the moulds. For the mould cost, the more complex the form was the higher the cost. For total cost, it was also demonstrated that the manufacturing cost of L-bracket part was higher than that of flat plate and T-shape part due to higher process cycle time.


2009 ◽  
Vol 36 (S 02) ◽  
Author(s):  
A Brennan ◽  
B Nagy ◽  
A Brandtmüller ◽  
SK Thomas ◽  
M Gallagher ◽  
...  

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