A Study on the Optimum Structural Design of Naval Vessels

Scantling multi-objective optimisation of a LNG carrier

“…The evolution of design and optimisation techniques are well reported by [12, Table 2, p. 539, [13][14][15][16][17][18][19] are all integrated multi-criteria optimisation model that incorporate structural weights and/or production costs. The differences appears for design variables and constraints (yielding, buckling, deflection, weight, cost, fatigue, etc.)…”

Multi-criteria Scantling Optimisation of Cruise Ships

“…Nowadays, optimisation tools tend to adopt a more generic approach and are more reliable. Design and optimisation techniques reported in Cho et al (2006), Seo et al (2003), Rigo (2005), Khajehpour and Grierson (2003), Parsons and Scott (2004), Klanac and Kujala (2004), Zanic et al (2005) and Xuebin (2009) use integrated multi-criteria optimisation models including structural weight and production costs. They differ in design variables and constraints as well as in the analysis methods of the structural response, e.g.…”

Multi-Attribute Decision-Making Ship Structural Design

“…Optimisation tools are currently taking a more general approach and becoming more reliable in contrast to what was done in the past, where the optimisation was directed to a single objective, becoming a limiting factor. To solve these limitations, several studies [5][6][7][8][9] developed design and optimisation techniques, which were later [10,11] incorporated into multi-criteria optimisation models that include the structural weight and cost of production. IMO adopted risk-based assessment procedures for ship design by defining the formal safety assessment (FSA) [12][13][14][15] as a method to enhance maritime safety, protecting human life in the sea, maritime environment, and cargo and ship integrity by employing cost-benefit assessments.…”