Problems of Application of Certain Concepts in the Field of Maritime Transportation

Abravitova, Yu. A.; Khairusov, D.S.; Lipsky, N.A.

doi:10.1016/j.trpro.2023.02.047

Cited by 1 publication

(1 citation statement)

References 16 publications

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“…keeping response [61], using multi-objective genetic algorithms optimization to optimize the vessel's body [62]. The Preference Ranking Organization METHod for Enrichment of Evaluations (PRO-METHEE) that is used in this study has particular application in decision making, and is used in a wide variety of decision scenarios, including portfolio and stock selection problems [63][64][65], environmental issues [66][67][68], energy management [69,70] and shipping industry [71][72][73][74][75].…”

Section: Plos Onementioning

confidence: 99%

Optimization of ship hull forms by changing CM and CB coefficients to obtain optimal seakeeping performance

Khosravi Babadi,

Ghassemi

2024

PLoS ONE

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Ship design involves optimizing the hull in order to enhance safety, economic efficiency, and technical efficiency. Despite the long-term research on this problem and a number of significant conclusions, some of its content still needs to be improved. In this study, block and midship coefficients are incorporated to optimize the ship’s hull. The considered ship was a patrol vessel. The seakeeping analysis was performed employing strip theory. The hull form was generated using a fuzzy model. Though the body lines generated by the midship coefficient (CM) and block coefficient (CB) varied indecently, the other geometric parameters remained the same. Multi-objective optimization was used to optimize CB and CM. According to the results of this study, these coefficients have a significant impact on the pitch motion of the patrol vessel as well as the motion sickness index. Heave and roll motions, as well as the added resistance, were not significantly influenced by the coefficients of CM and CB. However, increasing the hull form parameters increases the maximum Response Amplitude Operator (RAO) of heave and roll motions. The frequency of occurrence of the maximum roll RAO was in direct relation with CB and CM. These coefficients, however, had no meaningful impact on the occurrence frequency of other motion indices. In the end, the CB and CM coefficients were selected based on the vessel’s seakeeping performance. These findings might be used by shipbuilders to construct the vessel with more efficient seakeeping performance.

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