TRIPARTITE DISCUSSIONS / Beijing TRIPARTITE DISCUSSIONS / Beijing 20052005

Role of DesignerRole of Designerandand

Design Quality CertificationDesign Quality Certification

Antony Prince Antony Prince H. Ramanathan H. Ramanathan Kam Tim Fung Kam Tim Fung

G.T.R. Campbell Marine Consultants Ltd., Nassau, G.T.R. Campbell Marine Consultants Ltd., Nassau, BahamasBahamas

ROLE OF A DESIGNERROLE 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

ROLE OF A DESIGNERROLE OF A DESIGNER

Complies with…

Classification rules

National and international rules and regulations

ROLE OF A DESIGNERROLE OF A DESIGNERWhile 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.

INNOVATIVE DESIGNINNOVATIVE DESIGNSuccess 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 designersExperience of designersExtent of research and market analysis

INNOVATIVE DESIGNINNOVATIVE DESIGN Constant communication between

designer and:Shipyard

Shipowner

Charterer

Technical Managers

Classification Societies

INNOVATIVE DESIGNINNOVATIVE DESIGN

Constant communication between designer and:Regulatory bodies

Machinery/equipment manufacturers

Specialists in subjects like structure, hydrodynamics, propulsion, etc.

INNOVATIVE DESIGNINNOVATIVE 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

ENVIRONMENT ENVIRONMENT FRIENDLYFRIENDLY 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

ENVIRONMENTALLY ENVIRONMENTALLY FRIENDLYFRIENDLY

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

CREW SAFETYCREW 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.

CREW SAFETYCREW SAFETY

Ensure crew mental & physical well being

Reflect comfort of the crew in Accommodation, Recreational and Communication facilities

NEED FOR INDEPENDENCENEED 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

CONSTRAINTS IN CONSTRAINTS IN PRODUCING A GOOD DESIGNPRODUCING A GOOD DESIGN

In the current market a designer faces mainly THREE types of constraints…

TECHNICALCOMMERCIALTIME

TECHNICALTECHNICAL 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

TECHNICALTECHNICAL 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

Production design problem.

TECHNICALTECHNICAL

TECHNICALTECHNICALProduction design problem.

TECHNICALTECHNICAL 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

TECHNICALTECHNICALUseUse of cheaper software technicians who of cheaper software technicians who

blindly copyblindly copy : GRP Pipe i.w.o. Erection Joint.

TECHNICALTECHNICALProduction 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

Growth in Ship ConstructionGrowth in Ship ConstructionSudden boom in shipbuilding making demand

greater than supply

13331337 1387 14631559

2320

2000 2001 2002 2003 2004 2005

Data: LR Fairplay

TECHNICALTECHNICAL 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

TECHNICALTECHNICAL

Lack of internal review of design work

Lack of standardization and proper documentation of proven design

COMMERCIALCOMMERCIAL

Inadequate compensationRatio of compensation to man hours

is relatively lowOnly 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

COMMERCIALCOMMERCIAL

StageItem

Drawing No.

Man-hours Revisions

Pre-Contract 6 2,000 -

Model tank Test  - 2,500 - 

Basic design Original Drawing

338 26,500 2

Owner Approval

215 4,300- 

Class Approval 170 3,400 - 

Production design

Original Drawing

302 36,300 2

Shipyard Approval

302 6,040 -

Inclining Experiment & Sounding Table

3 400 -

Sea Trial 2 400  -

Example: Design House Man-hours for 30k Bulk Carrier

Total Man-hours: 81,840

COMMERCIALCOMMERCIALExample: Design House Man-hours for 40k Oil

Products / Chemical Tanker

DrawingQuanti

tyRevision

sCorresponden

ce

Basic (including contract drawing)

239 48  -

Owner Approval 276 276 739

Classification Approval 109 80 366

Production 464 324 436

Totals 1088 728 1541

Total Man-hours: 85,760

COMMERCIALCOMMERCIAL

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

COMMERCIALCOMMERCIAL 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

COMMERCIALCOMMERCIAL 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

TIMETIME

Need to produce designs at a rapid paceTraditionally 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

SHOULD THERE BE DESIGNER SHOULD THERE BE DESIGNER QUALITY CERTIFCATIONQUALITY CERTIFCATION

PROSAssurance 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

SHOULD THERE BE DESIGNER SHOULD THERE BE DESIGNER QUALITY CERTIFCATIONQUALITY 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

SHOULD THERE BE DESIGNER SHOULD THERE BE DESIGNER QUALITY CERTIFCATIONQUALITY CERTIFCATION

Criteria For CertificationExperience and track record of the firm

Education and experience of the staff

Hardware, software, data, and library

In house standardization of design details

SHOULD THERE BE DESIGNER SHOULD THERE BE DESIGNER QUALITY CERTIFCATIONQUALITY CERTIFCATION

Criteria For Certification….cont’d

In house quality control and audit program

In house research

In house training program

Archiving and Data management

SHOULD THERE BE DESIGNER SHOULD THERE BE DESIGNER QUALITY CERTIFCATIONQUALITY 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

SHOULD THERE BE DESIGNER SHOULD THERE BE DESIGNER QUALITY CERTIFCATIONQUALITY 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

WHO WILL DO WHO WILL DO CERTIFICATIONCERTIFICATION

G.T.R. Campbell Marine Consultants G.T.R. Campbell Marine Consultants Ltd.Ltd.

Service is our business People are our strength

Thank you Thank you