The business model described in my previous postings add up to what has been coined a "virtual business," meaning a business that focuses on core design and development operations, and then contracts with other businesses to perform various manufacturing, assembly, and delivery processes. The idea really is not new; automobile manufacturers have always done this, as have aircraft builders, defense contractors, and so on. The new thing is, of course, the computer linked to other computers via the internet and now other media. This simply speeds up the process of keeping parts and processes in the pipeline and coordinated with various schedules along the assembly process. It is the basis of how Jon Persson Designs will operate at scale in the years ahead.
To move this process forward, I will be actively developing working relationships with businesses capable of supplying the technology support, parts cutting and finishing, assembly, and delivery that this business model requires. This will naturally include working with established boat builders, ultimately in a variety of regions to simplify the matter of delivering finished boats over long distances. The objective will be to establish an efficient order-to-delivery procedure that is workable for business associates and of value for clients.
The transition and, frankly, the re-grouping underway at this business will require many days of small steps to reach the major points along the way. The first step has been to open up a broad discussion of ideas, concepts, business plans, and most of all, designs; to which purpose this blog is devoted. With this site, a continuous broadcast of this passage will be forthcoming to include both the projects and developments as they unfold.
Friday, September 30, 2011
Wednesday, September 28, 2011
The Role Of Prototyping
To fully and reliably develop and tool a new design, particularly one which incorporates any new concepts, it is standard practice and conventional wisdom to construct three finished prototypes of the new design. This allows new ideas to be fully tested, refinements to be made to the design, and tooling, processes, and assembly jigs to be developed and refined. Modern technology and reusable engineering do allow exceptions to this rule, especially when boats of similar configuration are being developed. Indeed, historically , designers of custom yachts would use construction methods that were standardized for all their work; and, such things as hatches, companionways, interior details, hardware, etc., were also standardized. Because each new design was in essence an evolution of the preceding design, changes in yacht design has tended to evolve quite slowly, over many years. Typically, "improvements" in design is measured on the race course, which opens up that whole Pandora's box of rating rules, course selections, and so on. It is in fact remarkable how sailboat design in particular has always suffered in the supposed crucible of competitive sailing.
I am in general a believer in prototyping new designs, though in practical terms this means building a new design to order for a willing client. And, I am aware of the need to be generally conservative when developing a new design, relying on proven designs as a starting point and making incremental improvements. Once a particular type, and construction method, is established, it is quite easy to develop still new designs directly with benefit of the experience gained from the earlier design. I quite clearly had this experience with the Atlantic 17 and Atlantic 19 open water rowing boat designs, where I built in fact four Atlantic 17's, using #2 as a test bed for new ideas, before arriving at a nicely fine-tuned hull design built on plywood frames that incorporate a structure to take the seat riser, allowing for wide adjustments in crew weight distribution. I was almost disappointed with how easy it was to design the same basic structure for the Atlantic 19. And so, there are very strong arguments for planning on and developing three finished prototypes for a given, uniquely new, design.
Besides allowing for the development and refinement of hull designs, structure, arrangement, etc., prototyping also allows for the development and refinement of tooling, set-up and assembly jigs, chronologies of assembly, final material lists, photographs and videos, and anything else needed to make the set up and construction of the design as smooth as possible. Working out any "bugs" in the system, economizing on materials, etc., translates to greater economy in material and time costs down the line. And, the opportunity to test and demonstrate a new design is always beneficial.
For these reasons, a central part of my business plan and model will be to ultimately re-establish a working shop primarily for the purpose of developing prototypes for new designs. The precise logistics of both establishing this shop, and of how prototyping work will be accomplished, is under development, and not in the short-term planning. But it will happen, all in due time.
I am in general a believer in prototyping new designs, though in practical terms this means building a new design to order for a willing client. And, I am aware of the need to be generally conservative when developing a new design, relying on proven designs as a starting point and making incremental improvements. Once a particular type, and construction method, is established, it is quite easy to develop still new designs directly with benefit of the experience gained from the earlier design. I quite clearly had this experience with the Atlantic 17 and Atlantic 19 open water rowing boat designs, where I built in fact four Atlantic 17's, using #2 as a test bed for new ideas, before arriving at a nicely fine-tuned hull design built on plywood frames that incorporate a structure to take the seat riser, allowing for wide adjustments in crew weight distribution. I was almost disappointed with how easy it was to design the same basic structure for the Atlantic 19. And so, there are very strong arguments for planning on and developing three finished prototypes for a given, uniquely new, design.
Besides allowing for the development and refinement of hull designs, structure, arrangement, etc., prototyping also allows for the development and refinement of tooling, set-up and assembly jigs, chronologies of assembly, final material lists, photographs and videos, and anything else needed to make the set up and construction of the design as smooth as possible. Working out any "bugs" in the system, economizing on materials, etc., translates to greater economy in material and time costs down the line. And, the opportunity to test and demonstrate a new design is always beneficial.
For these reasons, a central part of my business plan and model will be to ultimately re-establish a working shop primarily for the purpose of developing prototypes for new designs. The precise logistics of both establishing this shop, and of how prototyping work will be accomplished, is under development, and not in the short-term planning. But it will happen, all in due time.
Tuesday, September 27, 2011
More Thoughts On Technology and Boat Building
My last posting began a discussion of fully utilizing modern technology in the process of building boats to order either one-off, or one-at-a -time. My contention has for some time been that the proper use of technology may bring a degree of basic efficiency to the building of boats to order that will allow pricing and even delivery to be competitive with production line boats, especially where unique and customized designs are desired. The primary advantage of working from digitized tooling is the ability to offer both endless variety and limitless variation; the advantage of production moulded fiberglass boats has always been the efficiency of building multiple boats from common tooling in a production setting. But floorplan costs, dealer profits, and marketing expenses have long altered this equation, and now technology has made it feasible to own unique, personalized boats without a major cost penalty.
That said, we must now look at the full spectrum of technology as it applies to this field of modern boat building. I have already briefly addressed the obvious advantages of CADD/CNC technology; now I will take a look at the other critical role of technology, that of the supply-chain advantages to be exploited for modern boat building purposes.
For companies like WalMart, supply chain management is a matter of keeping massive amounts of manufactured goods in the pipeline from the factory to the store. For factories, supply chain management means keeping adequate supplies of all parts in place where they are needed, as they are needed. This all fits under the umbrella of "just-in-time" inventory control (the Japanese industrialist credited with its' invention took his inspiration from American grocery stores; shelves are stocked, people come and get what they need when they need it, shelves are re-stocked as they become empty.)
For a company like this one, the entire dynamic is different. Rather than move millions of identical parts or products to thousands of locations around the globe, we are moving small numbers of parts to produce a variety of final products, though still at locations around the world. It is my contention that the computer coding system does not care; it is simply processing information (we were entering the "information economy" in the 1990's; still are, I believe) and transmitting it to various places. And so, if an order is placed for a completely kitted 30 foot cruising sharpie, the computer will (with human prompting, of course) send out the orders for pre-cut parts, materials, hardware, sails, etc.; with all orders directed to be shipped to a single location for inspection, packaging, assembly etc. In theory, it should be possible to send everything needed to build that 30 foot motor launch to one location, and a 21 ft. sailboat to another, all in a constant pre-programmed order-to-delivery flow. This is what Jon Persson Designs is in the process of initiating.
That said, we must now look at the full spectrum of technology as it applies to this field of modern boat building. I have already briefly addressed the obvious advantages of CADD/CNC technology; now I will take a look at the other critical role of technology, that of the supply-chain advantages to be exploited for modern boat building purposes.
For companies like WalMart, supply chain management is a matter of keeping massive amounts of manufactured goods in the pipeline from the factory to the store. For factories, supply chain management means keeping adequate supplies of all parts in place where they are needed, as they are needed. This all fits under the umbrella of "just-in-time" inventory control (the Japanese industrialist credited with its' invention took his inspiration from American grocery stores; shelves are stocked, people come and get what they need when they need it, shelves are re-stocked as they become empty.)
For a company like this one, the entire dynamic is different. Rather than move millions of identical parts or products to thousands of locations around the globe, we are moving small numbers of parts to produce a variety of final products, though still at locations around the world. It is my contention that the computer coding system does not care; it is simply processing information (we were entering the "information economy" in the 1990's; still are, I believe) and transmitting it to various places. And so, if an order is placed for a completely kitted 30 foot cruising sharpie, the computer will (with human prompting, of course) send out the orders for pre-cut parts, materials, hardware, sails, etc.; with all orders directed to be shipped to a single location for inspection, packaging, assembly etc. In theory, it should be possible to send everything needed to build that 30 foot motor launch to one location, and a 21 ft. sailboat to another, all in a constant pre-programmed order-to-delivery flow. This is what Jon Persson Designs is in the process of initiating.
Monday, September 19, 2011
Fully Exploiting Technology
The last few decades have seen a revolution in design and manufacturing technology, much of which is fairly readily available to small businesses. This would include the obvious CADD programming (Computer Assisted Design and Drafting), and the ability to go straight from the design-by-computer stage to cutting parts (through CNC, Computer Numerical Control technology). It is the intent and planned business model of Jon Persson Designs to make full use of these technologies, in ways which will make designs simpler and more economical to build.
This process will include the digitizing of existing and new designs, which is the (binary) process by which drawings are plotted on computers in a format that allows individual pieces to be cut by CNC machines. This will naturally open up a wide range of possibilities for the production of boat parts and boats, including materials options, precision interlocking parts and set-up jigs, the scaling up or down of designs, and so on. Many concepts of structure and layout are feasible, to which a great deal of thought and conceptualizing has already been dedicated.
In developing a boat design, including all of the necessary components, to a point that may be considered "fully tooled and processed," it is best to start by considering the basic steps required to build the boat once the design and tooling are completed.Generally, for boats that meet the fully-tooled criteria, I prefer to divide the building process into four segments:
1) Acquisition of all materials, hardware, parts, components, etc. This means having a detailed and dimensioned list of all of the above, which allows for everything needed to be ordered, assembled, and stored on site. It is, of course, an ideal to be strived for in one-off boatbuilding.
2) Next, all parts that can be are cut out to final shape, milled to final dimension, etc. This can be accomplished with greater accuracy and completeness depending on the sophistication of tooling and processes in place: CNC cut parts are of course the most accurate and economically cut, while pieces needing final fitting can best be cut to rough dimension when an accurate manifest is available.
3) And next, assemble all of the pieces. This is best accomplished with a well thought out chronology of steps, written in detail, supported by drawings and photographs/videos. Naturally, the level of experience possessed by the builder will weigh heavily on the amount of this information that need be included; however, even the most experienced builder appreciates the luxury of detailed plans and instructions.
4) And finally, there is the finishing out of a boat. This includes the final shaping and fairing of trim, filling and fairing of fastener holes, fiberglass weave, etc., followed by sealing, priming, and final painting. I would include installation of hardware, lights, and fittings as part of the "finishing out" of the boat. This is the always the busiest time in a boatbuilding project, but also the most rewarding short of using the boat.
I will continue with this stream of thought with my next posting.
This process will include the digitizing of existing and new designs, which is the (binary) process by which drawings are plotted on computers in a format that allows individual pieces to be cut by CNC machines. This will naturally open up a wide range of possibilities for the production of boat parts and boats, including materials options, precision interlocking parts and set-up jigs, the scaling up or down of designs, and so on. Many concepts of structure and layout are feasible, to which a great deal of thought and conceptualizing has already been dedicated.
In developing a boat design, including all of the necessary components, to a point that may be considered "fully tooled and processed," it is best to start by considering the basic steps required to build the boat once the design and tooling are completed.Generally, for boats that meet the fully-tooled criteria, I prefer to divide the building process into four segments:
1) Acquisition of all materials, hardware, parts, components, etc. This means having a detailed and dimensioned list of all of the above, which allows for everything needed to be ordered, assembled, and stored on site. It is, of course, an ideal to be strived for in one-off boatbuilding.
2) Next, all parts that can be are cut out to final shape, milled to final dimension, etc. This can be accomplished with greater accuracy and completeness depending on the sophistication of tooling and processes in place: CNC cut parts are of course the most accurate and economically cut, while pieces needing final fitting can best be cut to rough dimension when an accurate manifest is available.
3) And next, assemble all of the pieces. This is best accomplished with a well thought out chronology of steps, written in detail, supported by drawings and photographs/videos. Naturally, the level of experience possessed by the builder will weigh heavily on the amount of this information that need be included; however, even the most experienced builder appreciates the luxury of detailed plans and instructions.
4) And finally, there is the finishing out of a boat. This includes the final shaping and fairing of trim, filling and fairing of fastener holes, fiberglass weave, etc., followed by sealing, priming, and final painting. I would include installation of hardware, lights, and fittings as part of the "finishing out" of the boat. This is the always the busiest time in a boatbuilding project, but also the most rewarding short of using the boat.
I will continue with this stream of thought with my next posting.
Wednesday, September 7, 2011
A Time Of Transition
This moment marks a transition in course and construct for the long, creative voyage of the Persson family. More than twelve decades after Frans ran away to sea, more than five decades after Finisterre won her third Bermuda Race, and after more than three decades of brothers Rick and Jon carrying on the craft and trade, the passing of Rick Persson marks a change from a purely craftsmanship-driven business to a design and tooling driven business. While over the past decades many new designs have resulted in many new boats, logistically speaking it will be necessary now to utilize technology and outside production sources to carry out many key processes. This will allow the dual opportunities of concentrating on developing a catalog of fully tooled designs, while creating the potential of new work for numerous manufacturers and boatbuilders.
However, the course between the present position and future critical waypoints will require a few long tacks to reach. Upon Rick's passing, the shop and offices in Centerbrook had to be closed down, with all the vital pieces stored away, for the time being. A business based in craftsmanship survives by the labor, talent, and skill of the craftsman; and, the halving of craftsmen made continuing at that location untenable. But now the first long tack is before your eyes, a discussion of designs, structure, ideas and concepts. Existing works will be described and put on offer, and new works will be added when ready; which brings us to the next long tack.
As the first physical step towards re-constructing the business, an office will be set up and established in the coming months suitable to the design work, writing, marketing, and business office needs of the enterprise. A central part of this process will be the digitizing of all designs (a tack long overdue, alas), and the use of digital media to inform and interact with the supporters of this business..
The latter idea --- interacting with groups of people ---- comes with the prospect of developing designs with "crowd-source" input, the objective being to reach consensus points that will allow the interests of many people to be met by single designs. Or, of many people contributing to the process of creating a special purpose design for a single person.
The digitizing of existing and new designs opens up a vast array of possibilities, including material options, precision cutting of parts and set-up jigs, scaling up or down of designs, and so on. Many concepts of structure and layout are economically possible and greatly simplify the construction process.
The next posting will continue this discussion of general boat design and construction concepts, and of the next tacks planned for the Persson boat business.
However, the course between the present position and future critical waypoints will require a few long tacks to reach. Upon Rick's passing, the shop and offices in Centerbrook had to be closed down, with all the vital pieces stored away, for the time being. A business based in craftsmanship survives by the labor, talent, and skill of the craftsman; and, the halving of craftsmen made continuing at that location untenable. But now the first long tack is before your eyes, a discussion of designs, structure, ideas and concepts. Existing works will be described and put on offer, and new works will be added when ready; which brings us to the next long tack.
As the first physical step towards re-constructing the business, an office will be set up and established in the coming months suitable to the design work, writing, marketing, and business office needs of the enterprise. A central part of this process will be the digitizing of all designs (a tack long overdue, alas), and the use of digital media to inform and interact with the supporters of this business..
The latter idea --- interacting with groups of people ---- comes with the prospect of developing designs with "crowd-source" input, the objective being to reach consensus points that will allow the interests of many people to be met by single designs. Or, of many people contributing to the process of creating a special purpose design for a single person.
The digitizing of existing and new designs opens up a vast array of possibilities, including material options, precision cutting of parts and set-up jigs, scaling up or down of designs, and so on. Many concepts of structure and layout are economically possible and greatly simplify the construction process.
The next posting will continue this discussion of general boat design and construction concepts, and of the next tacks planned for the Persson boat business.
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