Parametric ship design and holistic ship design optimization of a - - PowerPoint PPT Presentation

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Parametric ship design and holistic ship design optimization of a - - PowerPoint PPT Presentation

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NATIONAL TECHNICAL UNIVERSITY OF ATHENS NAVAL ARCHITECTURE AND MARINE ENGINEERING DEPT. SHIP DESIGN AND MARINE TRANSPORTATION DIV. SHIP DESIGN LABORATORY DIPLOMA THESIS Parametric ship design and holistic ship design optimization of a 9000

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NATIONAL TECHNICAL UNIVERSITY OF ATHENS NAVAL ARCHITECTURE AND MARINE ENGINEERING DEPT. SHIP DESIGN AND MARINE TRANSPORTATION DIV. SHIP DESIGN LABORATORY

DIPLOMA THESIS

“Parametric ship design and holistic ship design

  • ptimization of a 9000 TEU class container carrier”

ILIAS SOULTANIAS SUPERVISOR: PROF . APOSTOLOS D. PAPANIKOLAOU

January 15 ILIAS SOULTANIAS

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Structure

  • Container ship transportation
  • Computer Aided Ship Design
  • Integrated Ship Design
  • Parametric Design
  • Holistic design optimization
  • Port Efficiency

Introduction

  • Project goal
  • Ship operational plan
  • Parametric model
  • Sensitivity Analysis
  • Optimization

Design of the 9000 TEU container carrier

  • Pareto front
  • Selected design
  • Conclusion
  • Further research suggestions

Results and conclusion

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Containerized trade dominates

  • Starting in ’50s – Mc Lean
  • Containers of standard

dimensions

– TEU – FEU

  • Intermodal – combined goods

transportation

  • Increasing goods

containerisation

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Computer Aided Ship Design

Traditional preliminary design methods

– Conceptual model – Initial stage – Final stage – Detailed design and developed hull geometry

CAD/CAE1 advantages

– Time saving – Quick analytical computations – Connection between CAD – CAE – Quick geometry variations – Grater range of design stages – Higher designer satisfaction

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1CAD: Computer Aided Design CAE: Computer Aided Engineering

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Integrated ship design

  • Parametric design
  • Numerical methods
  • Simulations
  • Optimization
  • Computational power

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  • Systems combination
  • Design spiral replacement
  • Core model
  • Many different design

“layers”

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Parametric Ship Design

  • Conventional design

Traditional approach Application of classic methods with computer support Unproductive

  • Semi parametric design

Variation of given ship hull forms Transformations application (Lackenby)

  • Fully parametric design

Complete design based on mathematical model Direct calculation of efficiency indices Form variation flexibility

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Holistic optimization

Holistic approach

Of the ship as a whole and not as a synthesis of its subsystems.

All the subsystems are modelled Life cycle based optimization

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Holistic optimization

Multicriteria optimization Genetic algorithms use Optimization attributes:

  • Optimization criteria
  • constraints
  • Design variables
  • Initial Data
  • Results

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Fast ship in port

Lower fuel consumption is the

  • bjective

Saving time from port

  • perations

Lower voyage speeds Optimal loading procedure Loading simulations investigation Complex phenomenon Index:

𝑑𝑝𝑜𝑢𝑏𝑗𝑜𝑓𝑠𝑡 𝑝𝑜 𝑒𝑓𝑑𝑙 𝑑𝑝𝑜𝑢𝑏𝑗𝑜𝑓𝑠𝑡 𝑗𝑜 ℎ𝑝𝑚

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«The fast voyage is done inside the port»

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SLIDE 10

Structure

  • Container ship transportation
  • Computer Aided Ship Design
  • Integrated Ship Design
  • Parametric Design
  • Holistic design optimization
  • Port Efficiency

Introduction

  • Project goal
  • Ship operational plan
  • Parametric model
  • Sensitivity Analysis
  • Optimization

Design of the 9000 TEU container carrier

  • Pareto front
  • Selected design
  • Conclusion
  • Further research suggestions

Results and conclusion

January 15 ILIAS SOULTANIAS

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What is the goal of this project

  • Parametric modelling of a 9000 TEU container carrier
  • Design variables’ change limits investigation
  • Multicriteria optimization
  • Results evaluation

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Where will the ship sail to

North Europe – Far East Asia trade route Current services offered in this line Adjust to competition

Containership operational profile Transit time 40 days Vessel speed 20 knots Ship capacity 8000-9500 TEU Route Length 13810 sea miles

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Study of 3 competitors Route catered by 8000-9500 TEU container vessels 38-47 days duration of the round trip

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Build the parametric model

Using the CAESES/FRIENDSHIP- Framework

  • Geometry construction
  • Parameters support
  • Integrated computational

attributes

  • Programming capabilities
  • Different designs creation
  • Built in optimization algorithms
  • Visualization and results

evaluation tools

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Geometry construction

Initial hull geometry

  • Fore, middle and aft parts
  • Parametric functional curves
  • Elliptical cross section

Lackenby Transformation Superstructure placed forward and E/R aft

Parameter dependent on Beam Rows number draft

  • Engine room aft extent

bays aft Engine room fwd extent bays aft, ER length hatch height no tiers in hold Length b.p. no of bays Length of cargo space no of bays, ER length length of deckhouse

  • Tiers in hold
  • Tiers on deck
  • January 15

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How is the cargo stowed

  • n board

Advanced pre-programmed feature constructing the cargo spaces Calculation of cargo capacity, centers of gravity and moments Fully parametric method

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Integrated preliminary ship design

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Parametric hull geometry Transformed Hull Hydrostatics Cargo Blocks Resistance & Propulsion Lightship & DWT Consumables and Ballast arrangement Large Angle Stability Loading cases / Stowage scenaria EEDI & Economics

Lackenby Transformation

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Trim and stability calculations

Created internal large angle stability calculation tool Stability criteria applied: International Stability Code 2008 (container carriers) Adjustment of the centers of gravity towards meeting the criteria

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Loading cases calculations

Loading case study based on adjusted centers of gravity for sufficient stability 2 loading cases identified:

  • Maximum TEU capacity
  • Zero ballast

Parameters’ evaluation:

  • Zero ballast case TEU capacity
  • Weight per TEU-container
  • Min Required ballast

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Design variables and constraints

Constraint Comparator Limit EEDI ratio attained/required less than 1 GM initial greater than/equal 0.15 GZ area 30 to 40 deg greater than/equal E 30-40 GZ area up to 30 deg greater than/equal E 30 GZ area up to 40 deg greater than/equal E 40 angle at max GZ greater than/equal 30 deg Trim at FLD less than/equal 0.5% LBP homogenous weight per TEU max capacity greater than/equal 6 t homogenous weight per TEU zero ballast greater than/equal 7 t

Design Variable Upper Limit Lower Limit

  • num. of Bays

17 20

  • num. of Rows

15 20

  • num. of Tiers in hold

7 10

  • num. of Tiers on deck

7 9 double side 2 2.5 double bottom 1.8 3 relative bilge height (wrt. Depth) 0.1 1 relative bilge width (wrt. Beam) 0.1 1 relative parallel body length 0.3 relative parallel body position (from AP) 0.4 0.55 ΔCp change of prismatic coef.

  • 0.06

0.06 ΔXCB long. center of buoyancy change

  • 0.02

0.02

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Model sensitivity wrt. Change in parameters

DRAFT CHANGE Draft change sensitivity trials between 14,5 και 15 m Increased consumption and costs Decreased required ballast SPEED CHANGE

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Investigate the problem domain space

Pseudo-random algorithm for the variable allocation 𝑜𝑣𝑛𝑐𝑓𝑠 𝑝𝑔 𝑤𝑏𝑠𝑗𝑏𝑜𝑢𝑡 = 𝑜𝑣𝑛𝑐𝑓𝑠 𝑝𝑔 𝑒𝑓𝑡𝑗𝑕𝑜 𝑤𝑏𝑠𝑗𝑏𝑐𝑚𝑓𝑡 2 Kept the initial investigation range and the baseline – reference design

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Optimization

Genetic algorithm application – NSGA II 3 optimization criteria:

  • Minimum required freight rate
  • Maximum zero ballast capacity
  • Maximum ratio: 𝑑𝑝𝑜𝑢𝑏𝑗𝑜𝑓𝑠𝑡 𝑝𝑜 𝑒𝑓𝑑𝑙

𝑑𝑝𝑜𝑢𝑏𝑗𝑜𝑓𝑠𝑡 𝑗𝑜 ℎ𝑝𝑚𝑒

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Parametric model construction Baseline design Design of Experiment Sobol 500 variants Draft investigation 1.5 m, 15 m  14.5m Speed investigation 18-26 kn  20 kn Optimization round 1 NSGA II 6 generations, 50 population size Dominant variants: des 116, des 69 Optimization round 2 NSGA II 6 generations, 50 population size Dominant variants: des 116, des 69 Design 116 Baseline

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Results evaluation

Normalized efficiency indices (optimization criteria) Weighted average based on different scenarios weights Ranking of the different design variants Selection of the superior independently of the scenarios

Scenario 1 2 3 Zero Ballast capacity 33% 40% 20% Stowage ratio 33% 40% 20% Required Freight Rate 33% 20% 40%

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Structure

  • Container ship transportation
  • Computer Aided Ship Design
  • Integrated Ship Design
  • Parametric Design
  • Holistic design optimization
  • Port Efficiency

Introduction

  • Project goal
  • Ship operational plan
  • Parametric model
  • Sensitivity Analysis
  • Optimization

Design of the 9000 TEU container carrier

  • Pareto front
  • Selected design
  • Conclusion
  • Further research suggestions

Results and conclusion

January 15 ILIAS SOULTANIAS

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Optimal designs area at the Pareto Front

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700 750 800 850 900 950 1000 1050 1100 3000 3500 4000 4500 5000 5500 RFR [$] Zero Ballast Capacity [TEU]

RFR vs. Zero Ballast capacity

116

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Optimal designs area at the Pareto Front

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0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 3000 3500 4000 4500 5000 5500 Ratio on Deck/in Hold TEUs Zero Ballast Capacity [TEU]

Stowage ratio vs Zero Ballast capacity

116

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Optimal designs area at the Pareto Front

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700 750 800 850 900 950 1000 1050 1100 0.7 0.9 1.1 1.3 1.5 1.7 1.9 RFR [$] Ratio on deck/in hold containers

RFR vs Stowage ratio

116 69

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Selected design

Design baseline

  • des. 1/116

Rows 18 19 Bays 19 18 Tiers in hold 8 8 Tiers on deck 8 9 double bottom [m] 2.347 2.569 double side [m] 2.140 2.244 relative bilge height 0.184 0.481 relative bilge width 0.522 0.410 relative parallel body length 0.253 0.098 relative parallel body position 0.46 0.442

Design baseline

  • des. 1/116

change L bp [m] 18 19 Beam [m] 295.19 280.18 Depth [m] 45.558 48.089 Displacement [t] 142326 129548

  • 8.98%

TEU capacity 9010 9456 +4.95% weight per TEU [t] 7.35 6.39

  • 13.06%

Cost per ton container mile [$] 30.66 29.53

  • 3.69%

EEDI ratio 0.685 0.718 4.82% Zero Ballast TEU capacity 4833 5067 +4.84% Required Freight Rate [$] 845.99 815.54

  • 3.60%

Stowage ratio 1.466 1.744 +18.96%

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Concluding…

Extensive parametric modelling

  • Improved subsystems modelling
  • Expansion of the laboratory model resources

Improvement of the reference design Special feature: superstructure forward

  • Reduced length for the given capacity class
  • High weight center  low weight per container

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Worth investigating further…

  • Study different size categories
  • Experimenting further away from the conventional designs
  • Include more subsystems in the model (structural analysis, sea

keeping, vibrations analysis etc.)

  • Extensive study of the port efficiency and operations based on

the design configuration

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Thank you!

Danke schön! Çok teşekkür ederim!

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