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ROLE OF A DESIGNER

TRIPARTITE DISCUSSIONS / Beijing 2005 Role of Designer and Design Quality Certification Antony Prince H. Ramanathan Kam Tim Fung G.T.R. Campbell Marine Consultants Ltd., Nassau, Bahamas. ROLE OF A DESIGNER. The role of a designer is to make an innovative design which is:

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ROLE OF A DESIGNER

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  1. TRIPARTITE DISCUSSIONS / Beijing 2005Role of DesignerandDesign Quality Certification Antony Prince H. Ramanathan Kam Tim FungG.T.R. Campbell Marine Consultants Ltd., Nassau, Bahamas

  2. ROLE OF A DESIGNER The role of a designer is to make an innovative design which is: • Environmentally friendly • Ensures safety of the crew • Utilizes modern material

  3. ROLE OF A DESIGNER Complies with… • Classification rules • National and international rules and regulations

  4. ROLE OF A DESIGNER While optimizing… Ship Owners and Charterers commercial needs Shipyard’s construction cost and time A designer’s role should not be limited to basic and class drawings, but should also extend to production drawings.

  5. INNOVATIVE DESIGN Success of a good design largely decides the success of any ship – whether it is at the building stage or while it is in service. Factors that affect a design: • Education of designers • Experience of designers • Extent of research and market analysis

  6. INNOVATIVE DESIGN • Constant communication between designer and: • Shipyard • Shipowner • Charterer • Technical Managers • Classification Societies

  7. INNOVATIVE DESIGN • Constant communication between designer and: • Regulatory bodies • Machinery/equipment manufacturers • Specialists in subjects like structure, hydrodynamics, propulsion, etc.

  8. INNOVATIVE DESIGN • Use of software for development of optimized design and for quality control • Application of latest technical innovations like computational fluid dynamics, finite element analysis, dynamic load analysis etc • Application of Goal based new ship construction standards

  9. ENVIRONMENT FRIENDLY • Use of • double bottom and double hull • environment friendly materials • recyclable materials • Redundancy in propulsion and navigation in emergency situations • Protection of Fuel oils tanks by double hull and double bottom

  10. ENVIRONMENTALLY FRIENDLY • Arrangement for treatment and safe disposal of sewage, garbage, noxious liquid, and oil sludge • Treatment and management of ballast water • Prevention of air pollution • Use of anti-fouling system without organotin compounds acting as biocide

  11. CREW SAFETY • Alleviate crew fatigue • Sensible / logical and ergonomic layout of engine room, control room, wheel house and other working spaces • Thoughtful location of machinery and equipment with convenience of servicing, maintenance and repair in mind.

  12. CREW SAFETY • Ensure crew mental & physical well being • Reflect comfort of the crew in Accommodation, Recreational and Communication facilities

  13. NEED FOR INDEPENDENCE • Production of a balanced design requires integration of complex and conflicting demands of Ship Owner, Shipbuilder, Charterer, Operator and regulatory bodies • Builder developed design will be favorable to the builder • Independence of designer is required to produce a balanced and good design • Ship Owner support required for promoting independent design house

  14. CONSTRAINTS IN PRODUCING A GOOD DESIGN In the current market a designer faces mainly THREE types of constraints… • TECHNICAL • COMMERCIAL • TIME

  15. TECHNICAL • Lack of information from Owners and Charterers • Designers working in isolation from Owners and Charterers • Owners not planning sufficiently regarding their requirements • Lack of recognition of Designer’s role by Owners • Unwillingness to support the role of designers leads to cutting down of design expenditure resulting in loss of quality

  16. TECHNICAL • Lack of communication between design firms and shipyards • Designers unable to adapt the production design to suit shipyard need because they are not onsite to assess the particular yard’s requirements • Designers not directly involved in the construction process therefore can not envisage glitches

  17. TECHNICAL Production design problem.

  18. TECHNICAL Production design problem.

  19. TECHNICAL • Lack of skilled personnel • Traditionally low remuneration combined with long working hours • Sudden boom in shipbuilding making demand greater than supply • Use of cheaper software technicians who blindly copy than use of designers with computer knowledge

  20. TECHNICALUseof cheaper software technicians who blindly copy: GRP Pipe i.w.o. Erection Joint.

  21. TECHNICAL Production design problem: GRP Pipe i.w.o. Erection Joint. • Pipes to be inserted after erecting the blocks • Block erection to be slowed for insertion of pipe • Working access to erection joint is limited from fit-up, welding and painting point of view • GRP Pipes installation can not commence unless welding and painting works are completed • GRP Pipes are vulnerable to damage from hot work in way of erection joint

  22. Growth in Ship ConstructionSudden boom in shipbuilding making demand greater than supply Data: LR Fairplay

  23. TECHNICAL • Lack of feedback after design is delivered • Industry practice of not communicating with designer • Lack of Knowledge Base • Unwillingness to spend on research because of uncertainty of recovering costs due to traditionally low margins

  24. TECHNICAL • Lack of internal review of design work • Lack of standardization and proper documentation of proven design

  25. COMMERCIAL • Inadequate compensation Ratio of compensation to man hours is relatively low Only 1-2% of a ship’s price is allocated for design Owners’ reluctance to invest for additional quality due to Market’s unwillingness to discern – exception being Oil majors and a few selected Ship Owners and Charterers

  26. COMMERCIAL Example: Design House Man-hours for 30k Bulk Carrier Total Man-hours: 81,840

  27. COMMERCIAL Example: Design House Man-hours for 40k Oil Products / Chemical Tanker Total Man-hours: 85,760

  28. COMMERCIAL • Non existence of unified rules & varying standards among classification societies • Lack of independence of Classification Societies from Owners and Shipbuilders and the need to compete with each other reducing effectiveness in controlling standards

  29. COMMERCIAL • Inability to benefit from economies of scale • Gain from repeated production of same design is reduced due to necessity of making fresh drawings resulting from: Differing crane capacities and ensuing block lifting abilities from shipyard to shipyard Need for varying steel plate sizes depending on shipyard production facility and non availability of tailor made steel plates

  30. COMMERCIAL • Violation of intellectual property rights Lack of recourse against flagrant and rampant copying of designs dampening incentive for research and innovation • Lack of skilled personnel at Shipyard Shortage of qualified production design staff at shipyards - increasing cost due to rework and reducing quality

  31. TIME • Need to produce designs at a rapid pace Traditionally low margins preventing investment in designs until firm orders are in place Ships are acquired on ad-hoc basis based on existing market condition than planned fleet expansion Shipyards: mainly for start up yards and yards with no orders: inability to wait for design to be completed before commencement of production - leading to tight deadlines

  32. SHOULD THERE BE DESIGNER QUALITY CERTIFCATION PROS • Assurance that the designs will at least meet minimum standards • Rework and delay during construction is minimized • Reliability and survivability is enhanced • Safety and security of the ship is improved

  33. SHOULD THERE BE DESIGNER QUALITY CERTIFCATION • CONS • Augments the cost of production design • Increases time required for producing designs • Does not assure quality of production design often developed by Shipyard personnel

  34. SHOULD THERE BE DESIGNER QUALITY CERTIFCATION • Criteria For Certification • Experience and track record of the firm • Education and experience of the staff • Hardware, software, data, and library • In house standardization of design details

  35. SHOULD THERE BE DESIGNER QUALITY CERTIFCATION • Criteria For Certification….cont’d • In house quality control and audit program • In house research • In house training program • Archiving and Data management

  36. SHOULD THERE BE DESIGNER QUALITY CERTIFCATION • Criteria For Certification….cont’d • Owners and Classification Society comments on approval of drawings • Design revisions due to design deficiency • Inability of design to meet performance characteristics like speed deadweight, maneuverability, and fuel consumption

  37. SHOULD THERE BE DESIGNER QUALITY CERTIFCATION • Criteria For Certification….cont’d • Guarantee claims and claims during the life of the ship • In house program for keeping up to date with new rules and regulations • IT-based system for quality control

  38. WHO WILL DO CERTIFICATION

  39. G.T.R. Campbell Marine Consultants Ltd. Thank you Service is our business People are our strength

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