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Holistic Ship Design Optimisation

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A Holistic Approach to Ship Design

Abstract

The present chapter provides a brief introduction to the holistic approach to ship design optimisation and its historical development. It defines the generic ship design optimisation problem for life cycle and discusses the implementation of the holistic approach to ship design on the basis of a typical ship design optimisation problem with multiple objectives and constraints, namely the design of an AFRAMAX tanker ship. Optimisation results show significantly improved designs with partly innovative features, increased cargo carrying capacity and transport efficiency, reduced required powering and fuel consumption and last but not least increased safety of the marine and aerial environment.

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Notes

  1. 1.

    Or better, “from cradle to cradle”, assuming optimal dismantling and reuse of recyclable materials and ship components.

  2. 2.

    From Greek ὅλος holos “all included, whole, entire”, Principle of holism according to Aristotle (Metaphysics-see Cohen 2016): “The whole is more than the sum of the parts”; thus, systems of different type (physical, biological, chemical, social, economic, mental, etc.) and their properties should be viewed as wholes, not just as a collection of parts.

  3. 3.

    Principle of reductionism may be seen as the opposite of holism, implying that a complex system can be approached by reduction to its fundamental parts. However, holism and reductionism should be regarded as complementary approaches, as they are both needed to satisfactorily address complex systems in practice, like ship design.

  4. 4.

    An obvious conflicting requirement in ship design is embedded in the recently introduced EEDI regulatory framework for the reduction of toxic gas emissions of marine diesel engines, namely, whereas ship’s installed power needs to be kept below a certain limit postulated by the EEDI Index reference line, there is a need that this power is also not below the Minimum Required Power (MPR) limit for safe operation in adverse weather conditions (IMO MSC-MEPC 2012). Obviously, the maximum limit for the installed power set by the EEDI reference line should be higher than the set minimum limit by the MPR regulation. This, however, could not always be ensured in practice for some ship types/sizes and it laid to controversial debates at IMO and redefinition of the margins of the EEDI reference lines.

  5. 5.

    Accounting for the added resistance in common seaways, as specified by relevant wave spectrum generated on the basis of statistics in the area of operation (see Sames et al. 2011a, b).

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Acknowledgements

HOLISHIP is being funded by the European Commission within the HORIZON 2020 Transport Programme.

figure b

The author is indebted to the staff of the Ship Design Laboratory of NTUA (NTUA-SDL) for its continuous support in the presented work and to numerous colleagues in collaborative research projects of NTUA for their longstanding contributions to the framework and the elaboration of the Holistic Ship Design Optimisation. Special thanks for the presented application example are due to the BEST project team, namely Dr. Pierre Sames (DNV-GL) for initiating and coordinating this project, Dr. Stefan Harries (Friendship Systems), Prof. George Zaraphonitis (NTUA-SDL), Dr. E. Boulougouris (former NTUA-SDL, now University of Strathclyde).

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  1. Hamburger Schiffbau-Versuchsanstalt (HSVA), Hamburg, Germany

    Apostolos Papanikolaou

  2. National Technical University of Athens (NTUA), Athens, Greece

    Apostolos Papanikolaou

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    Apostolos Papanikolaou

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Papanikolaou, A. (2019). Holistic Ship Design Optimisation. In: Papanikolaou, A. (eds) A Holistic Approach to Ship Design. Springer, Cham. https://doi.org/10.1007/978-3-030-02810-7_2

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