Thanks to visit codestin.com
Credit goes to www.scribd.com

Scribd
Upload
4 views2 pages

Conclusion of Ship Design Process

This chapter concludes the exploration of multidisciplinary design optimization for containerships, highlighting the development of a model that effectively integrates with geometry manipulation and optimization tools. Key findings include the identification of an optimum ship design favoring larger dimensions and a balance between speed and fuel costs, as well as the consistency of results from various optimization techniques. Suggestions for future work include recalibrating cost coefficients, enhancing the propulsion module, and identifying hull form features to improve design sensitivity.

Uploaded by

Maritime Artists
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
4 views2 pages

Conclusion of Ship Design Process

This chapter concludes the exploration of multidisciplinary design optimization for containerships, highlighting the development of a model that effectively integrates with geometry manipulation and optimization tools. Key findings include the identification of an optimum ship design favoring larger dimensions and a balance between speed and fuel costs, as well as the consistency of results from various optimization techniques. Suggestions for future work include recalibrating cost coefficients, enhancing the propulsion module, and identifying hull form features to improve design sensitivity.

Uploaded by

Maritime Artists
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 2

Chapter 9

Conclusions and Suggestions

9.1 Conclusions
The goal of this work was to explore the problem formulation for multidisciplinary
design optimization of containerships. This has been accomplished by developing a
model that behaves well when coupled with a geometry manipulation scheme and an
optimization tool.

A procedure to account for the discrete container stowage issue by expressing the number
of containers as a function of the principal dimensions and the geometry of the hull form
has been implemented.

Various problem formulation issues involving practical considerations such as port


conditions and trade routes, and optimization details such as objective function scaling
that have significant effects on the optimum design have been discussed.

The optimum ship tends to be the largest ship in terms of length and beam. An optimum
speed has been identified as a trade-off between higher revenue implied by higher speeds
and lower fuel costs implied by lower speeds. The objective function has been found to
be insensitive to the blending coefficient and the optimum ship tends to favor neither a
fuller nor a finer hull form but an intermediate one.

The three techniques provided in DOT give fairly consistent results, but once a good
optimum point is identified in the design space using the technique mentioned in section
7.2, SLP proves to be the most consistent method to converge to a local optimum as
shown in section 7.2 and discussed in section 7.3.

The fact that the objective function is flat in the vicinity of the optimum, as explained in
section 7.3, indicates that the designer is not confined to a severely restricted design
space and has some freedom in designing the optimum ship.

9.2 Suggestions for Future Work

• The coefficients in the equations for steel hull, outfit, hull engineering and machinery
costs need to be recalculated by regression analysis based on recent data.

• The stowage factor for the TEUs above deck needs to be expressed as a function of
the waterplane coefficient. This has not been done presently because of the lack of
data on the waterplane coefficient.

64
• The current propulsion module could be made more efficient by optimizing the
propeller diameter towards obtaining an overall propulsive efficiency rather than
assuming a constant overall propulsive efficiency.

• Features of the hull form need to be identified which would allow the designer to gain
control over the shape of the hull form, thereby making the objective function
sensitive to the blending coefficient, for the combination of basis hull forms used in
this work. For example, if we could show that changing the bulbous bow area caused
further reduction in the objective function, we could use this parameter to modify our
basis hull forms, thereby gaining control over the shape of the hull form and hence on
the blending coefficient. This would make the objective function sensitive to the
blending coefficient.

65

You might also like