Optimisation for an operational profile
Conference/JournalMARIN Report 132
Date30 Sep 2021
A very interesting change we have seen in the past few years is a growth in the number of optimisation projects we
perform to match operational profiles. Vessels are no longer optimised for design draught and contract speed, but for
the expected operational profile of the vessel.
At MARIN, we integrated some of our tools to support the design for operational conditions, and we have successfully applied this hull optimisation technique several times. The hull is optimised for calm water conditions, but also for typical weather conditions on the envisaged routes. At the same time, we are maximising propeller efficiency within reasonable propeller induced hull pressures and non-erosive cavitation.
perform to match operational profiles. Vessels are no longer optimised for design draught and contract speed, but for
the expected operational profile of the vessel.
At MARIN, we integrated some of our tools to support the design for operational conditions, and we have successfully applied this hull optimisation technique several times. The hull is optimised for calm water conditions, but also for typical weather conditions on the envisaged routes. At the same time, we are maximising propeller efficiency within reasonable propeller induced hull pressures and non-erosive cavitation.
Contact
Patrick Hooijmans
Team Leader Transport & Shipping | Senior Project Manager
HULL OPTIMISATION
First, the hull form is optimised for both resistance and the nominal wake field. The initial hull form is optimised for pressure distribution over the hull, wave making and the nominal wake field using our RaNS code ReFRESCO. Calculations are done for a given operational profile and Design of Experiment techniques are used for systematic hull form variations to determine the best hull.
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Analyse original ship, locate problems and link to hull lines