South Korea (Republic of Korea)

Daewoo Shipbuilding & Marine Engineering CO., LTD

Is the custom nature of a superyacht a definitive barrier to adopting robotic automation in the build process? As Industry 4.0 reshapes manufacturing processes across the board and robot technologies evolve, the answer might not be as straightforward as you think.Something big is happening in manufacturing. It has been labelled Industry 4.0, otherwise known as the Fourth Industrial Revolution, and it’s all about bringing further automation to manufacturing processes. We know of the rise of the machines in the automotive sector (who can forget Fiat’s classic ‘Hand Built By Robots’ TV ad campaign in the late Seventies?), but since the 1980s commercial shipbuilders have also been adopting these new technologies. Programmable welding robots, for example, were a natural progression from automotive applications centred on rinse-and-repeat actions for the mass production of standardised parts.<img src="https://photo-assets.superyachttimes.com/photo/297088/image/large-94838588aeac299c922440b543cf97c0.jpeg" data-gid="gid://syiq/Photo/297088">Most large-scale leisure yacht builders today use some form of automation, whether it is multi-axis CNC machines for the preparation of moulds or components, large-scale table cutters for producing build components from sheet materials, or automated spray booths for interior fit-out and furniture components. Groupe Beneteau has started to adopt robots to apply gelcoat, while others such as <a data-gid="gid://syiq/Company/5282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cantiere Nautico Cranchi (Company)">Cranchi</a> use overhead Kawasaki robots for cutting and spraying fibreglass and top coat on yachts up to 24 metres.Robotic automation and assembly has become an obvious path for companies making repeatable, high-volume products, from engine manufacturers to jet-ski companies. Genmar took it a step further (before eroded sales sent them into bankruptcy in 2009) with its Virtually Engineered Composites (VEC) hulls that promised a hull in an hour and the capacity to produce 20,000 small boats a year on an automated production line.&nbsp;Surface tensionAutomating the filling, fairing and painting process for superyachts presents a series of challenges, not just because of the size and complexity of a yacht’s hull, but also with regard to the quality of finish. In the commercial sector several companies are developing automated painting robots that can crawl the hull, removing old paint and adding new, with the added advantage of handling overspray. Palfinger’s Hull Treatment Carrier is one example, and <a data-gid="gid://syiq/Company/7254" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="AkzoNobel (Company)">AkzoNobel</a> recently invested in Dutch start-up Qlayers that is building hull and topside crawler paintbots for the commercial sector (perfect for working vessels but unlikely to pass muster for superyachts).Robosurf’s solution starts with a complete 3D hull scan to calculate how much filler is needed at any given point to produce an even skin. The robot applies filler to precisely the right thickness, meaning minimum filler is used in the application process. It is also capable of fairing the filler, although that requires some clever software engineering to compensate for the vibration of the robot. It can also apply paint &nbsp;and the company produces robotic painters for the construction industry, but getting the superyacht industry to adopt that tech will likely prove more challenging. <img src="https://photo-assets.superyachttimes.com/photo/297083/image/large-423302707b5fcb7599fbd69718c48032.jpeg" data-gid="gid://syiq/Photo/297083">Late adoptersBut pundits argue that superyachts are very different. They are not consistent like small series boats or the block assembly of large ships, so the processes cannot be automated, and robot welders cannot access spaces like fuel tanks that humans can.“Shipyards are very much behind in digitisation and automation when it comes to production – they are very late adopters, which I can understand because it’s such a sensitive topic,” says Patrick MacHill, partner and co-founder of Robosurf, which has developed automation technology for surface finishing and paint application in the yachting segment. “On the other hand, there’s never been a better time because the technology is there, it’s proven and there are so many benefits.”Benefits include improved efficiency and sustainability. In filling and fairing, for example, the robotic process is more precise, uses less material and has less wastage than conventional filling and fairing by hand. Moreover, it can cover up to 10 square metres per minute, which represents a huge time saving over conventional methods.Robosurf brought its solution to market in 2019, the same year that <a data-gid="gid://syiq/Company/7254" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="AkzoNobel (Company)">AkzoNobel</a> brought out its Awlfair SF spray filler. It was perfect timing. Robosurf took an industrial robot and combined it with a steel frame on which the robot arm could move up and down to cover up to 17 metres vertically. They have since combined this with a second robot that adds mobility to the unit for horizontal freedom of movement.&nbsp;Using a 3D map of the hull, the operator can instruct the robot where to apply filler. Robosurf says the scanning of a 70-metre superyacht hull it undertook in Ancona early in 2023 took less than a day. Once the robot has been primed with the surface map information, it can cover up to 10 square metres a minute – a significant time advantage for what typically can be a very long and labour-intensive filling process.One of the limiting factors is the cost of the equipment – €1 million or more In the case of the Robosurf solution. It is a big number for a yacht builder with relatively small output, but MacHill is convinced that it can offer a very quick return on investment when the numbers are crunched and refers to the 70-metre hull by way of example.&nbsp;“The complete filling and fairing could take a year or longer, with 20 to 25 man hours per metre,” he says. “But if it costs between €800,000 and €1.5 million to complete that process, depending on where you are, that still means a RoI [Return on Investment] within a build, or maybe two.”The efficiencies in terms of material used and time saved are considerable. Further, for some yards it might make sense to rent the robots rather than buy them outright, and Robosurf plans to offer leasing from a few days up to 36 months. There are also plans to offer upgrades via what Robosurf calls app kits, which combine hardware components (the sanding tool, for example) with the software needed for the robot to use it.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/297085/image/large-e37e820ddde3bc698c11ce969c47a990.png" data-gid="gid://syiq/Photo/297085">ExoskeletonsWith medical and military applications the key drivers for development, exoskeletons are a relatively new entry to the industrial sphere. But when <a data-gid="gid://syiq/Company/2477" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Daewoo Shipbuilding & Marine Engineering CO., LTD (Company)">Daewoo Shipbuilding and Marine Engineering</a> unveiled its trials with full robotic exoskeletons in 2014, the potential was plain to see as the powered exoskeletons enabled yard workers to perform superhuman feats, such as carrying 100-kilogram pieces of metal with ease. Fast forward nine years and the technology has become commonplace with companies such as Ekso Bionics and Ottobock offering solutions for a variety of industries.&nbsp;Exoskeletons typically come in two varieties – actuated and passive. The former feature some form of power assistance, whereas passive solutions typically offer positional support or mechanical assistance to reduce fatigue when, say, working with your arms overhead for long periods. The tech has already made its way into superyacht construction. <a data-gid="gid://syiq/Company/54" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heesen Yachts (Company)">Heesen Yachts</a> has introduced exoskeletons for some of its workforce after trialling equipment from Rotterdam-based manufacturer Skel-Ex. <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a> has also adopted exoskeletons for its workforce, using Ottobock’s Paexo Shoulder.&nbsp;“Our employees have to perform lengthy and difficult overhead tasks such as welding, electrical wiring and painting,” says Erik Slomp, <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>’s yard manager. “They’re delighted, because using the Paexo Shoulder not only gives them the necessary support to continue performing these strenuous tasks throughout the day, but is also very comfortable to wear.”<img src="https://photo-assets.superyachttimes.com/photo/297087/image/large-4b5eca16dbefebb7cef32a44c205e6dd.jpg" data-gid="gid://syiq/Photo/297087">Collaborative robots&nbsp;Cobots – or collaborative robots – are a new type of robot that are starting to offer manufacturing opportunities. They are small, light robot arms that have been designed specifically to work alongside humans rather than separate from us. They can be programmed and controlled through smartphone apps and can be taught routines intuitively, meaning you do not have to have an army of programmers to use the tech. With multiple interchangeable tool heads they could be used for everything from sanding wood components in the cabinetry workshop to picking parts and assisting with component building. They also require much less investment than the large industrial robots, typically running to the low- to mid-tens of thousands of euros.“I think this is only the beginning,” says MacHill. “At the moment we are mainly focusing on the hull because it’s a big area that consumes a lot of time, energy and resources. But there is scope for the scanning and digitisation of the superstructure and technical areas which adds value and creates a more complete set of documentation. Then we can think about smaller robots for the smaller areas. This is something that could be developed because the technology is the same – it doesn’t matter if it’s big or small, it’s the quality of the application that counts.”There is also potential for gantry-style robot stations for the platform or series builders operating in the 30-50-metre aluminium- and steel-hulled segment, where hulls and superstructures are more consistent and where robotic solutions could speed up production processes for hull treatment prep and finishing. Moreover, installing automatic storage and retrieval systems (ASRS) could help a shipyard streamline its components and parts cataloguing, particularly pertinent given recent supply chain issues.MacHill emphasises that robots do not represent a threat to human workers, although their jobs may well change. Robots still need to be programmed, and often the people who were doing the job of the robot before are retained in supervisory and quality control capacities. Robots may also provide an answer to another problem that shipbuilding in general faces: the shortage of skilled workers in key trades.&nbsp;“We need open-minded players in all aspects and all fields to come together and work together,” MacHill concludes. “It needs a mental shift, but what they offer and the savings they deliver are amazing – who wouldn’t want this?”<img src="https://photo-assets.superyachttimes.com/photo/297086/image/large-6a937b41d9e6802a7bb424b1f5b1bf05.jpg" data-gid="gid://syiq/Photo/297086">Anti-foul playRobots have started to appear in our homes and gardens as little autonomous helpers for vacuum cleaning and lawn-mowing. Similar technologies are now being applied for ship hull cleaning in-water and antifouling applications in dry dock. They mitigate the need for humans to get involved with harmful coatings and offer the possibility to rethink how we tackle fouling. Robots, for example, were used to remove the original Chromium 6-laden paintwork using water jets from the Project Master conversion project at <a data-gid="gid://syiq/Company/429" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ICON Yachts (Company)">Icon Yachts</a>, formerly a supply and rescue vessel.&nbsp;CleanROV, Mini-Pamper, HullWiper ROV and the wonderfully named Robotic Hull Bio-inspired Underwater Grooming tool (HullBUG) are all variations on a theme: automated hull crawlers that use vortices or magnets to cling to the hull and gently brush to remove fouling. The use case is potentially strong for yachts, which typically spend long periods at rest when fouling becomes an issue.Leading paint manufacturer <a data-gid="gid://syiq/Company/6101" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jotun (Company)">Jotun</a> has also joined the hullbot revolution, launching <a data-gid="gid://syiq/Company/6101" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jotun (Company)">Jotun</a> Hull Skating Solutions in 2020, and with it the HullSkater robotic cleaning device. Designed to be carried aboard and deployed regularly, <a data-gid="gid://syiq/Company/6101" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jotun (Company)">Jotun</a> also offers HullSkater as a service rather than an outright purchase. The HullSkater was developed in collaboration with technology specialists including <a data-gid="gid://syiq/Company/6426" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kongsberg Maritime (Company)">Kongsberg</a>, Semcon, DNV-GL, Telenor and key shipping companies, and <a data-gid="gid://syiq/Company/6101" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jotun (Company)">Jotun</a> claims that if all ships converted to the tech it would have the potential to reduce CO2 emissions by at least 40 million tons per year.&nbsp;“Moving away from traditional, reactive methods of managing fouling to a proactive approach which will ensure that vessels are always operating efficiently and sustainably, and also conserve the ocean environment,” says Alfie Ong, global sales director at <a data-gid="gid://syiq/Company/6101" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jotun (Company)">Jotun.</a>This article was originally published in Issue 3 of How To Build It, you can&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-3" target="_blank">download the magazine for free here</a>.

The role of robots in superyacht construction

Is the custom nature of a superyacht a definitive barrier to adopting robotic automation in the build process?

Into the Future: The role of robots in superyacht construction

Last month we reported about Andrea Borzelli's 24 metre yacht, developed for Daewoo Shipbuilding &amp; Marine Engineering CO., LTD. Today Andrea calls to inform us about his latest project, a 43 metre superyacht, also developed for Daewoo. This 43 metre will feature naval architecture and engineering by Naval Architect &amp; Marine Engineer Francesco Rogantin. Andrea comments: "the 43 metre is characterized by a dynamic style, that plays with square angles and continuous glass surfaces which create a dialogue between interior and exterior".<img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/135706/image/large-26f29f94a75a2e5b1dd0257e9fbdc19b.jpg" data-gid="gid://syiq/Photo/135706">The 43m is available with a four or five guest cabins lower deck layout with crew quarters in the bow and a beach club and a tender garage aft. The main deck features a large aft deck, and a 60 square metre main salon. On both sides of the main salon, there are floor to ceiling sliding doors that open out onto the side deck, where there are two folding balconies. With the windows opened up, and the balconies folded down, guests enjoy wonderful views from the main salon. <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/135707/image/large-dd7af28ea6145d6181fdd69a58688636.jpg" data-gid="gid://syiq/Photo/135707"> <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/135708/image/large-1c39a0a88865bb780522dcc4889575ba.jpg" data-gid="gid://syiq/Photo/135708">The upper deck features plenty of exterior deck space such as the large sunbathing area in front of the bridge, and al-fresco dining area on the aft deck. On top, we find a 14 metre long sundeck, equipped with a Jacuzzi, dining tables and large sunpads. Andrea informs us however, that the final layout, and interior style are not yet set in stone, and are still open to the client's suggestions and needs. Andrea Borzelli +39 0645474371 <a href="mailto:info@andreaborzelli.com?subject=43%20Metre%20Daewoo%20project%20on%20SuperYachtTimes.com">info@andreaborzelli.com</a> <a target="_blank" href="http://www.andreaborzelli.com">www.andreaborzelli.com</a> Francesco Rogantin +39 347 0926552 <a href="mailto:info@francescorogantin.it?subject=43%20Metre%20Daewoo%20project%20on%20SuperYachtTimes.com">info@francescorogantin.it</a> <a target="_blank" href="http://www.francescorogantin.it">www.francescorogantin.it</a> By Maarten Janssen

New 43 metre superyacht designed by  Andrea Borzelli

Andrea Borzelli and Sara Berta have developed a 24 metre yacht, entirely realized in aluminium, designed for Daewoo Shipbuilding &amp; Marine Engineering CO., LTD. She will be built in collaboration with the South Korean shipyard GHI Yachts. The naval architecture and engineering have been developed by Naval Architect &amp; Marine Engineer Francesco Rogantin. <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/135061/image/large-766554a5d2430f06a813f93ab42e7649.jpg" data-gid="gid://syiq/Photo/135061">The main deck features a large lounge and dining area, dayhead, galley, wheelhouse and an sunbathing area forward. The lower deck offers accommodation for up to eight guests, which consists of a full beam owners cabin, two twin cabins and a VIP cabin forward. <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/135062/image/large-97e1b47b9a6a0e578ddb6ebeb12789df.jpg" data-gid="gid://syiq/Photo/135062">     <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/135063/image/large-0bdf49d1f062541377f4291636559c8b.jpg" data-gid="gid://syiq/Photo/135063">The contemporary interior features light-dark and gloss-matt contrasts through the use of different types of wood, leather, textiles, steel and lacquered surfaces in combination with a bespoke lighting project. The 24 metre is the first of a series of nine new models, three fast planning yachts, three expedition yachts and three superyachts. More details will be published shortly on SuperYachtTimes.com.Andrea Borzelli  +39 0645474371 <a href="mailto:info@andreaborzelli.com?subject=24%20Metre%20Daewoo%20project%20on%20SuperYachtTimes.com">info@andreaborzelli.com</a> <a target="_blank" href="http://www.andreaborzelli.com">www.andreaborzelli.com</a>  Francesco Rogantin +39 347 0926552 <a href="mailto:info@francescorogantin.it?subject=24%20Metre%20Daewoo%20project%20on%20SuperYachtTimes.com">info@francescorogantin.it</a> <a target="_blank" href="http://www.francescorogantin.it">www.francescorogantin.it</a> By Maarten Janssen