Journal of

Marine Science
and Engineering

Article
Article
Holistic Approach
Holistic Approach to
to Ship
Ship Design
Design
Apostolos D.
Apostolos D. Papanikolaou
Papanikolaou

Ship Design Laboratory, National Technical University of Athens, Athens 15773, Greece; papa@deslab.ntua.gr
Ship Design Laboratory, National Technical University of Athens, 15773 Athens, Greece; papa@deslab.ntua.gr

Abstract: The
Abstract: The recently
recently completed
completed HorizonHorizon 20202020 European
European Research
Research project—HOLISHIP—Holistic
project—HOLISHIP—Holistic
Optimization of Ship Design and Operation for Life
Optimization of Ship Design and Operation for Life Cycle (2016–2020) Cycle (2016–2020) has developed
has developedsuitable tools
suitable
and software platforms which are necessary for the creation of innovative design
tools and software platforms which are necessary for the creation of innovative design solutions solutions meeting
the set low-emission
meeting strategic
the set low-emission objectives.
strategic The present
objectives. paperpaper
The present introduces an innovative,
introduces holistic
an innovative, ap-
holistic
proach to ship design and the development of integrated design software platforms
approach to ship design and the development of integrated design software platforms and tools, and tools, which
are used
which arein practical
used applications.
in practical In theInera
applications. theofera
the
of4th
the industrial revolution,
4th industrial thisthis
revolution, project setssets
project outout
to
substantially advance ship design via the introduction of a fully computerized,
to substantially advance ship design via the introduction of a fully computerized, multi-disciplinary multi-disciplinary
optimization approach
optimization approachto to ship
ship design
design and and life-cycle
life-cycle operation.
operation. The
The approach
approach enables
enables the
the exploration
exploration
of a huge design space in a relatively short time, as well as the distributed/multi-site working andand
of a huge design space in a relatively short time, as well as the distributed/multi-site working the
the virtual
virtual reality
reality testing;
testing; thus,thus,
it is ait strong
is a strong
assetasset fordevelopment
for the the development of innovative
of innovative maritime
maritime con-
concepts
cepts
in in response
response to the to the needs
needs of the of21stthecentury.
21st century.

Keywords: holistic
Keywords: holisticship
shipdesign;
design;multi-criteria
multi-criteriaoptimization; digital
optimization; siblings;
digital innovative
siblings; designs;
innovative life-
designs;
cycle assessment; design software platform
life-cycle assessment; design software platform

1. Introduction
1. Introduction
The concept
The concept of of aa holistic
holistic approach
approach to to ship
ship design
design waswas introduced
introduced more
more than
than 1010 years
years
ago by
ago by the
the author
author[1]. [1].ItItisisbased
based onon thethe
philosophical
philosophical notion
notionof holism introduced
of holism introduced by Ar-
by
istoteles in in
Aristoteles hishis
treatise
treatise Metaphysics
Metaphysics(384 (384B.C.–322 C.). Holism
B.C.–322B.B.C.). Holismoriginates
originates from
from the
the Greek
Greek
notion ὅλος,
notion holos, meaning
λoς, holos, meaning “all included, whole,
“all included, whole, entire”
entire” and
and itit simply
simply postulates
postulates that the
that the
Citation: Papanikolaou, A.D. Holistic
whole is
whole is more
more than
than thethe sum
sum of of parts;
parts; thus,
thus, systems
systems of of different
different type
type (physical,
(physical, biological,
biological,
Citation: Papanikolaou,
Approach to Ship Design.A.D.
J. Mar. Sci.
chemical, social,
chemical, social, economic,
economic, mental, mental, etc.)
etc.) and
and their
their properties
properties should
should be be viewed
viewed as as wholes,
wholes,
Holistic
Eng. Approach
2022, Ship Design. J.
10, 1717. tohttps://doi.org/
not just
not just as
as aa collection
collection of of parts.
parts. This
This is
is trivial
trivial in
in mathematical nonlinear systems
mathematical nonlinear systems andand obvious
obvious
Mar. Sci. Eng. 2022, 10, x.
10.3390/jmse10111717
https://doi.org/10.3390/xxxxx
in systems
in systems theory.
theory.
Academic Editor: Spyros Hirdaris The wide
The wide implementation
implementation of of aa holistic
holistic approach
approach to to ship
ship design
design was
was achieved
achieved in in the
the
Academic Editor: Spyros Hirdaris
Received: 13 October 2022
EU funded project HOLISHIP (2016–2020) [2], which is a HORIZON 2020 Large Scale RTD
EU funded project HOLISHIP (2016–2020) [2], which is a HORIZON 2020 Large Scale
Received: 713November
Accepted: October 2022
2022 project.
RTD HOLISHIP
project. HOLISHIP standsstandsfor thefor“Holistic Optimization
the “Holistic of ShipofDesign
Optimization and Operation
Ship Design and Op-
Accepted: 710November
Published: November2022
2022 for Life for
eration Cycle”,
Life and represents
Cycle”, the joint effort
and represents of 40 effort
the joint European of 40maritime
European RTD stakeholders:
maritime RTD
Published: 10 November 2022 HSVA (coordinator)—Germany;
stakeholders: HSVA (coordinator)—Germany;ALS Marine—Greece; AVEVA—UnitedAVEVA—United
ALS Marine—Greece; Kingdom; BAL-
Publisher’s Note: MDPI stays neutral
ance—Germany;
Kingdom; Bureau Veritas—France;
BALance—Germany; Cetena—Italy;
Bureau Veritas—France; Center of Maritime
Cetena—Italy; Center ofTechnolo-
Maritime
Publisher’s
with regard toNote: MDPI stays
jurisdictional neu-
claims in
tral with maps
regard
gies—Germany; CNR—Italy; Damen—Netherlands; Danaos—Cyprus; DCNS-Naval
Technologies—Germany; CNR—Italy; Damen—Netherlands; Danaos—Cyprus; DCNS-
published and to jurisdictional
institutional affil-
claims in published maps and institu-
iations.
Group—France; DLR—Germany; DNV-GL—Norway/Greece; Elomatic—Finland; Epsi-
Naval Group—France; DLR—Germany; DNV-GL—Norway/Greece; Elomatic—Finland;
tional affiliations. lon—Malta; Fraunhofer-AGP—Germany;
Epsilon—Malta; Fraunhofer-AGP—Germany; Fincantieri—Italy;
Fincantieri—Italy; Friendship Systems—Ger-
Friendship Systems—
many; Hochschule Bremen—Germany; IRT SystemX—Germany; Institute of Shipping
Germany; Hochschule Bremen—Germany; IRT SystemX—Germany; Institute of Ship-
and and
ping Logistics—Germany;
Logistics—Germany; Kongsberg
Kongsberg Maritime—Norway;
Maritime—Norway;Lloyd’s Register—United
Lloyd’s Register—United
Copyright: © 2022 by the author.
Kingdom; MARIN—Netherlands; SINTEF—Norway;
Kingdom; MARIN—Netherlands; SINTEF—Norway; Meyer Werft—Germany, Meyer Werft—Germany, Navantia—
Navan-
Copyright: © 2022 by the authors. Spain; National Technical University of Athens—Greece; Sirehna—France; SMILE FEM—
Licensee MDPI, Basel, Switzerland.
Submitted for possible open access
tia—Spain; National Technical University of Athens—Greece; Sirehna—France; SMILE
This article is an open access article Germany; Starbulk—Greece; TNO—Netherlands;
FEM—Germany; Starbulk—Greece; TNO—Netherlands; TRITEC—United Kingdom; TRITEC—United Kingdom; Uljanik—
publication under the terms and con-
distributed under the terms and Croatia; Univ. Genoa—Italy;
Uljanik—Croatia; Univ. Liege—Belgium;
Univ. Genoa—Italy; Univ. Strathclyde—United
Univ. Liege—Belgium; Kingdom;
Univ. Strathclyde—United
ditions of the Creative Commons At-
conditions of the Creative Commons van der Velden—Netherlands.
Kingdom; van der Velden—Netherlands.
tribution (CC BY) license (https://cre-
Attribution (CC BY) license (https:// In
In the
the era
era ofof the
the 4th
4th industrial
industrial revolution
revolution [3],[3], this
this project
project sets
sets out
out to
to substantially
substantially
ativecommons.org/licenses/by/4.0/).
advance ship design by the introduction of a fully computerized, multi-disciplinary op-
advance ship design by the introduction of a fully computerized, multi-disciplinary
creativecommons.org/licenses/by/
4.0/). timization approach to ship design and life-cycle operation. The approach enables the

J. Mar. Sci. Eng. 2022, 10, x. https://doi.org/10.3390/xxxxx www.mdpi.com/journal/jmse

J. Mar. Sci. Eng. 2022, 10, 1717. https://doi.org/10.3390/jmse10111717 https://www.mdpi.com/journal/jmse
J. Mar. Sci. Eng. 2022, 10, 1717 2 of 18

exploration of a huge design space in relatively short time, as well as investigations into
the distributed/multi-site working and the virtual reality testing. Thus, it is a strong
asset for the development of innovative maritime concepts in response to the needs of the
21st century. Moreover, the HOLISHIP, multi-objective optimization approach to green
shipping, has been recently presented with a subset of its functionality, namely the design
of two green design RoPAX case studies [4].

2. HOLISHIP Design Approach

We interpret the holistic approach to ship design, as implemented in the HOLISHIP
project, as the parametric, multi-objective and multi-disciplinary optimization of maritime products
for life cycle. The HOLISHIP approach includes. virtual reality (VR) product modelling
and VR prototyping. The HOLISHIP project has also enabled and demonstrated multi-
disciplinary collaboration through multi-site cloud working of the integrated HOLISHIP
design platforms CAESES® and RCE® , in which a large number of design and performance
simulation tools have been integrated [5].
Ship design was in the past more an art discipline than a science, highly dependent
on experienced naval architects, with good background in various fundamental and spe-
cialized scientific and engineering subjects. Inherently coupled with the design process is
design optimization, namely the selection of the best solution out of many feasible ones.
In traditional naval architecture, optimization means taking the best out of 2–3 feasible
solutions, and it is up to the designer to make decisions about the assessment procedure
and applicable decision criterion (or criteria) on the basis of his experience. Of course, the
space of feasible design solutions is huge, the relevant assessment criteria are plenty and
complex, as are the many feasible design constraints; after all, the assessment procedure
must be rational and not intuitive, thus according with the contemporary state of the art. All
this calls for a step change in the design process in naval architecture, something which has
been the main objective of the HOLISHIP project.
Modern, systemic approaches to ship design consider a ship’s overall system in a modular
way, namely as the assembly of a series of modules. These may be replaced by others over
a ship’s life cycle either when serving a different transport/operational scenario, or when
undergoing retrofitting for improved and/or safer transport services. The decomposition
of the system into parts is a top-down approach and may be trivial in ship design. However,
when talking of a software system supporting the entire ship design and all its components,
the top-down approach becomes very complex, and the use of such software systems
requires special training. Such systems are known in the CAD market and are used
as advanced design tools by designers for solving problems in the maritime industry
(e.g., NAPA® , FORAN® , AVEVA® , etc.).
The evolution of the HOLISHIP approach to ship design has been rather1 a bottom-up
systemic approach, operating by piecing together of sub-systems to give rise to a more
complex software platform. The approach was initiated by various researchers in the
80s and its use continues to this day. It first referred to ship design optimization with
respect to specific prime objectives, e.g., minimizing a ship’s structural weight, maximizing
ship’s hydrodynamic performance (hydrodynamic hull form design), maximizing ship’s
safety (Design for Safety and Risk-based Design), optimizing ship’s operation (Design
for Operation), optimizing performance/efficiency (Design for Efficiency) and environ-
mental protection (Design for Zero Emissions or Zero Pollution). This type of study later
came to include more complex and multiple objectives, e.g., the life-cycle economic and
environmental performance (Design for Life-Cycle) (Figure 1).
J. Mar. Sci. Eng. 2022, 10, 1717 3 of 18
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 3 of 19

Figure 1. Evolution of Holistic Approach to Ship Design: Bottom-Up Systemic Approach.

Figure 1. Evolution of Holistic Approach to Ship Design: Bottom-Up Systemic Approach.
Several applications
Several applications of of the
the multi-objective
multi-objective ship
ship design
design optimization
optimization approach
approach werewere
accomplished by the Ship Design Laboratory of NTUA under the direction
accomplished by the Ship Design Laboratory of NTUA under the direction of the author of of the author
of this
this paper.
paper. TheyThey integrated
integrated well-established
well-established naval architectural
naval architectural and optimization
and optimization software
software packages (e.g.,
® NAPA ®, modeFRONTIER
® ®,®CAESES®) with various application
packages (e.g., NAPA , modeFRONTIER , CAESES ) with various application methods
methods
and and tools
software software tools ®(Shipflow
(Shipflow , STAR-CCM
®, STAR-CCM
+® , in house+®, in house s/w tools), such as are
s/w tools), such as are necessary
necessary
for for the evaluation
the evaluation of stability,ofresistance,
stability, resistance,
seakeeping, seakeeping,
structuralstructural
integrity, integrity, etc.,
etc., as listed
as listed
below. below.
Below Below and
national national and EUprojects
EU funded fundedcover
projects
thecover the
period period 1988–2022.
1988–2022.
•• Hull form
Hull form optimization
optimization of of high-speed
high-speed mono-
mono- and and twin
twin hulls
hulls for
for least
least resistance, wave
resistance, wave
wash and
wash andbest
bestseakeeping
seakeeping(AEGEAN
(AEGEAN QUEEN
QUEEN SWATH,
SWATH, EUEU VRSHIP-ROPAX2000,
VRSHIP-ROPAX2000, EU
EU FLOWMART,
FLOWMART, EU TrAM). EU TrAM).
•• Optimization of the compartmentation
compartmentation of RoPax and cruise vessels for increased increased
damage stability
damage stabilityandand survivability,
survivability, minimum
minimum potential
potential loss ofloss
livesof(PLL)
lives(EU(PLL) (EU
SAFER-
SAFER-EURORO,
EURORO, EU ROROPROB,
EU ROROPROB, EU NEREUS,EU NEREUS,
EU GOALDS, EU GOALDS,
EMSA). EMSA).
•• Optimization of arrangements of containerships for the maximum number number of deck-
containers, least
containers, least overstowage
overstowage and and minimum
minimum ballast
ballast (GL-CONTIOPT).
(GL-CONTIOPT).
• Optimization of
Optimization of naval
naval ships
ships for increased
increased survivability
survivability in in case
case of damage in seaways
and least
least structural
structural weight
weight (NAVAL
(NAVALOPT). OPT).
• Optimization of an LNG LNG floating
floating terminal
terminal (FSRU) for reducedreduced motions and wave
attenuation
attenuation on on terminal’s
terminal’s lee
lee side
side (EU
(EU GIFT).
GIFT).
•• Logistics-based
Logistics-based optimization
optimization of of ship
ship design
design (EU(EU LOGBASED).
LOGBASED).
•• Risk-based
Risk-based design
designoptimization
optimization of tankers
of tankersfor increased cargo capacity,
for increased least environ-
cargo capacity, least
mental impact, minimum ballast (EU SAFEDOR,
environmental impact, minimum ballast (EU SAFEDOR, GL-BEST). GL-BEST).
This
This evolution
evolutionwas enabled
was enabledby the
by parallel development
the parallel of IT technology
development and software
of IT technology and
tools, encompassing the parametric modelling and design, virtual
software tools, encompassing the parametric modelling and design, virtual reality reality modelling and
prototyping,
modelling and along with multi-objective
prototyping, optimization tools
along with multi-objective on the basis
optimization toolsofongenetic algo-
the basis of
rithms. Several of these
genetic algorithms. types
Several of software
of these types oftools are nowadays
software inegrated intoto
tools are nowadays advanced
inegrated intoto
design
advancedsoftware
designplatforms, e.g., in the e.g.,
software platforms, framein of
theHOLISHIP:
frame of HOLISHIP:
•• the ®
the CAESES
CAESESplatform
® of Friendship
platform Systems (https://www.friendshipsystems.com/
of Friendship Systems (https://www.friendship
products/caeses/, accessed on 6 November 2022),
systems.com/products/caeses/, accessed on 9 November 2022),
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 4 of 19
J. Mar. Sci. Eng. 2022, 10, 1717 4 of 18

• the NAPA® platform of NAPA Oy (https://www.napa.fi, accessed on 9 November

• the NAPA® platform of NAPA Oy (https://www.napa.fi, accessed on 6 November 2022)
2022)
• the RCE ® ® ®
• RCE/CPACS
/CPACS®platform of DLR
platform of (Deutsche Luft- und Raumfahrt,
DLR (Deutsche Luft- undhttps://www.
Raumfahrt,
dlr.de/sc/desktopdefault.aspx/tabid-5625/9170_read-17513/, accessed on 6accessed
https://www.dlr.de/sc/desktopdefault.aspx/tabid-5625/9170_read-17513/, Novem-
ber 2022)
on 9 November 2022)
• the ® platform of Elomatic (https://www.cadmatic.com/en/, accessed
• the CADMATIC
CADMATIC® platform of Elomatic (https://www.cadmatic.com/en/, accessed on
on 6 November
9 November 2022)
2022)
• the ® platform of Naval Group [6].
• the SAR
SAR® platform of Naval Group [6].
The above design
The above design platforms
platforms are
are all
all integrated
integrated into
into the
the HOLISHIP
HOLISHIP design
design framework,
framework,
enabling their communication, the interchange in data and the use of tools/design
enabling their communication, the interchange in data and the use of tools/design proce- proce-
dures, as necessary for the address of a specific design tasks related to a ship or a maritime
dures, as necessary for the address of a specific design tasks related to a ship or a maritime
product
product in
in general. As an
general. As an example,
example, the
the interchange
interchange in in data
data with
with the
the powerful
powerful naval
naval archi-
archi-
tectural software package NAPA ® is herein particularly highlighted. This is enabled by
tectural software package NAPA® is herein particularly highlighted. This is enabled by
the development of
the development of dedicated
dedicated macros
macros (coded
(coded design
design procedures)
procedures) forfor specific
specific design
design tasks.
tasks.
These
These macros
macros enable
enable researchers
researchers to
to conduct
conduct of of complex
complex naval
naval architectural
architectural calculation
calculation
and design procedures, like the evaluation of the intact/damage ship stability and the
and design procedures, like the evaluation of the intact/damage ship stability and
® . Consequently, results are transferred to CAESESthe pre-
®
preliminary structural design by NAPA
liminary structural design by NAPA®. Consequently, results are transferred to CAESES®
for design synthesis, processing/optimization and final assessment (Figure 2).
for design synthesis, processing/optimization and final assessment (Figure 2).

Figure 2.
Figure 2. HOLISHIP
HOLISHIPCollaborating
Collaboratingplatforms CAESES
platforms CAESESand NAPA.
and Intact
NAPA. andand
Intact damage stability
damage de-
stability
termined by NAPA; pre- and postprocessing conducted by CAESES, NTUA & Hochschule Bremen
determined by NAPA; pre- and postprocessing conducted by CAESES, NTUA & Hochschule Bremen
(HSB) [7].
(HSB) [7].

For the simulation of ship’s energy management, the software tool Bureau Veritas
SEECAT® may be used. In Figure 3, the simulation of the energy management of a
hybrid diesel-engine/battery driven double-ended ferry is schematically shown. It en-
 For the simulation of ship’s energy management, the software tool Bureau Veritas
SEECAT® may be used. In Figure 3, the simulation of the energy management of a hybrid
J. Mar. Sci. Eng. 2022, 10, 1717
diesel-engine/battery driven double-ended ferry is schematically shown. It enables5 of 18
the
comparison of alternative propulsion plants (conventional diesel engines, hybrid die-
sel/battery system and full electrical/battery system) with respect to the overall energy
management efficiency, CAPEX/OPEX and environmental impact (greenhouse gas emis-
ablessions)
the comparison
[8]. of alternative propulsion plants (conventional diesel engines, hybrid
diesel/battery system and full electrical/battery system) with respect to the overall en-
ergy management efficiency, CAPEX/OPEX and environmental impact (greenhouse gas
emissions) [8].

Figure 3. SEECAT®—Simulation of Energy Management of Hybrid DE Ferry (BV-Elomatic).

Figure 3. SEECAT® —Simulation of Energy Management of Hybrid DE Ferry (BV-Elomatic).

The The COSMOS ® tool of Det Norske Veritas (DNV) (https://www.dnv.com/news/dnv-

COSMOS ® tool of Det Norske Veritas (DNV) (https://www.dnv.com/news/
gl-introduces-next-generation-energy-efficiency-methodology-6607,
dnv-gl-introduces-next-generation-energy-efficiency-methodology-6607, accessed
accessedonon96 No-
vember2022)
November 2022)has
has been
been also
also integrated
integrated into
into thethe CAESES
CAESES
® platform
® platform andand
has has
beenbeen
usedused
in in
other application
other application cases. cases.
A synthesis
A synthesis of tools
of tools forsimulation
for the the simulation ofmaneuvering
of ship ship maneuvering and virtual
and virtual prototyping
prototyping of
two alternative rudders has been realized with the Bridge Simulator of MARIN (Figure(Figure
of two alternative rudders has been realized with the Bridge Simulator of MARIN 4).
4). Thereby,
Thereby, the following
the following toolsbeen
tools have have integrated
been integrated intoRCE
into the the RCE (Remote
(Remote Component
Component
Environment
Environment of DLR)
of DLR) platform:
platform:
• •CPACS
CPACS ®: Common Parametric Aircraft Configuration Schema of DLR
® : Common Parametric Aircraft Configuration Schema of DLR
• •HOLISPEC
HOLISPEC ®: Marine Version of CPACS developed in HOLISHIP
® : Marine Version of CPACS developed in HOLISHIP
• •GESGES ®: the initial design software tool of TNO
® : the initial design software tool of TNO
• •CFDCFD ReFresco
ReFresco and and
otherother maneuvering
maneuvering simulation
simulation toolstools of MARIN
of MARIN
• •Rudder
Rudder design tools of
design tools of Damen MCDamen MC
The Life-Cycle Cost and Environmental Impact Assessment of HOLISHIP is being
conducted by the developed LCPA tool, a joint development of BALANCE, EPSILON and
CETENA (Figure 5).
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 6 of 19

J. Mar. Sci. Eng. 2022, 10, 1717 6 of 18

J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 6 of 19

Figure 4. Simulation of Ship Maneuvering and Virtual Prototyping of Rudders (MARIN) [9].

The Life-Cycle Cost and Environmental Impact Assessment of HOLISHIP is being

conducted by the developed LCPA tool, a joint development of BALANCE, EPSILON and
CETENA (Figure 5).
Figure 4. Simulation of Ship Maneuvering and Virtual Prototyping of Rudders (MARIN) [9].
Figure 4. Simulation of Ship Maneuvering and Virtual Prototyping of Rudders (MARIN) [9].

The Life-Cycle Cost and Environmental Impact Assessment of HOLISHIP is being

conducted by the developed LCPA tool, a joint development of BALANCE, EPSILON and
CETENA (Figure 5).

Figure
Figure 5. Stages
5. Stages of a of a vessel
vessel life cycle
life cycle and and HOLISHIP
HOLISHIP LCPA
LCPA tooltool
[10].[10].

3. Ship Design Optimization

Optimization is an inherent attribute of ship design, even though in practice we
often may encounter feasible, but not optimal (or only partly optimal), design solutions.
When considering
Figure 5. ship design
Stages of a vessel over
life cycle andaHOLISHIP
ship’s lifeLCPA
cycle,tool
we[10].
split the design procedure into
various stages that are traditionally composed of the concept/preliminary design, the
 3. Ship Design Optimization
Optimization is an inherent attribute of ship design, even though in practice we often
may encounter feasible, but not optimal (or only partly optimal), design solutions. When
J. Mar. Sci. Eng. 2022, 10, 1717considering ship design over a ship’s life cycle, we split the design procedure into various 7 of 18
stages that are traditionally composed of the concept/preliminary design, the contractual
and detailed design, the ship construction/fabrication process, and the ship’s operation
with possible
contractual retrofitting
and detailedand finally
design,scrapping/recycling (“from cradle toprocess,
the ship construction/fabrication grave orand backthe
to ship’s
cradle”). It is evident that the optimal ship, with respect to her whole life
operation with possible retrofitting and finally scrapping/recycling (“from cradle to grave cycle is the out-
come of or aback
holistic optimization
to cradle”). of the that
It is evident entire,
theabove-defined
optimal ship, ship withsystem
respectover its whole
to her life cycle.
life cycle
It is noted
is thethat mathematically,
outcome of a holisticevery constituentofofthe
optimization theentire,
above above-defined
defined life-cycle ship ship sys- over
system
tem evidently itself Itforms
its life cycle. a complex
is noted nonlinear optimization
that mathematically, problem for
every constituent theabove
of the ensuing de- life-
defined
sign variables,
cycle shipwith system a variety of constraints
evidently itself formsand criteria/objective
a complex functions to be
nonlinear optimization jointlyfor the
problem
optimized.
ensuing design variables, with a variety of constraints and criteria/objective functions to
The traditional
be jointly approach to ship design may be represented by the design spiral of J.
optimized.
H. Evans [11], Theeven if outdated
traditional by today’s
approach to ship state of themay
design art [12]. It is an iterative,
be represented by the serial and spiral
design
gradually
of J.H.effort-increasing
Evans [11], even process that moves
if outdated from thestate
by today’s concept
of thedesign, to the
art [12]. It isprelimi-
an iterative,
nary, contract
serial and and detailedeffort-increasing
gradually designs (Figure 6a, [13,14]).
process thatCharacteristically,
moves from the concept when moving
design, to the
to the preliminary,
next stage, the effort in
contract andmanpower increases
detailed designs by a factor
(Figure between
6a, [13,14]). 12 to 17. Even if when
Characteristically,
the cited manpower/days
moving data refer
to the next stage, to thein
the effort manual designincreases
manpower of ship inbythe late 50s
a factor and they
between 12 to 17.
Even if the
are nowadays cited by
reduced manpower/days data 15–20
a factor in the range refer toin the
viewmanual design
of modern CADof ship in thethe
systems, late 50s
and they
relationships witharerespect
nowadays reduced
to the by a factor
comparable effortininthe
therange 15–20
different in view
design of modern
stages remain CAD
systems, the relationships with respect to the comparable effort in the different design
unchanged.
Instages
contrast remainto the unchanged.
serial processing of the design spiral, the HOLISHIP approach
adopts the In contrast
parallel to the serial
processing processing
and synthesisofofthe designtools,
design spiral,
asthe HOLISHIP
elaborated in approach
Figure 6badopts
the parallel processing and synthesis of design tools, as elaborated
[15,16]. Characteristically, the processing of the various design steps is conducted in par- in Figure 6b [15,16].
allel with fully automated or semi-automated procedures calling a core ship database em- with
Characteristically, the processing of the various design steps is conducted in parallel
bedded fully
in theautomated
used design or semi-automated
platform. The depth procedures calling a core
of the assessment ship database
of a specific embedded
ship design
in the
attribute, used
e.g., design
ship’s platform. The
hydrodynamic depth of the
performance, canassessment
be adjustedoftoa specific ship design
high accuracy at at-
tribute,stage.
early design e.g., ship’s hydrodynamic performance, can be adjusted to high accuracy at early
design stage.

(a)

Figure 6. Cont.
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 8 of 19
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 8 of 19

J. Mar. Sci. Eng. 2022, 10, 1717 8 of 18

(b)
(b)
Figure 6. (a) Design Spiral/Serial Processing [13]. (b) Design Synthesis/Parallel Processing [16].
Figure
Figure 6.
6. (a)
(a) Design
Design Spiral/Serial
Spiral/SerialProcessing
Processing[13].
[13].(b)
(b)Design
DesignSynthesis/Parallel
Synthesis/ParallelProcessing
Processing[16].
[16].
The progress of ship design optimization in the last 5 decades has been revolutionary
The
and in line progress
Thewith of
of ship
ship design
developments
progress optimization
in the
design IT hardwarein
optimization the
inand last
last55decades
thesoftware has
hasbeen
knowledge,
decades been revolutionary
moving from
revolutionary
and in line with
single-objective developments
optimization
and in line with in the IT hardware
for theinrequired
developments and software
freight rateand
the IT hardware (RFR) knowledge,
of a tanker
software moving
[17]
knowledge, from
to multi-
moving
single-objective
objective optimization
from single-objective for
optimization
ship design optimization the required freight
for thetypes
of various required rate (RFR)
freight
of ships for arate of a
(RFR)
variety tanker
of of [17] to
a tanker
criteria multi-
[17] to
(Figure
objective ship design
multi-objective
7a,b). optimization
ship design of various
optimization types oftypes
of various shipsof
forships
a variety
for a of criteria
variety of(Figure
criteria
7a,b).
(Figure 7a,b).

(a)
(a)
Figure 7. Cont.
 J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 9 of 19

J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 9 of 19

J. Mar. Sci. Eng. 2022, 10, 1717 9 of 18

(b)
Figure 7. (a) Ship Design from Single- to Multi-Objective Optimization [16]. (b) Ship Design from
Single- to Multi-Objective Optimization [1].
(b)
Figure 7.An
7. (a)important
Ship Design
Designfeature of the multi-objective
from Single-
Single- toMulti-Objective
Multi-Objectiveoptimization
Optimizationprocedure
[16]. (b) presented
(b) Ship
Ship in Fig-
Design from
from
Figure (a) Ship from to Optimization [16]. Design
ure 7b
Single- is the Parametric
to Multi-Objective Ship Modelling,
Optimization [1]. namely the variation of design parameters for the
Single- to Multi-Objective Optimization [1].
generation of digital “siblings” (Figure 8). This refers to the variation in the ship’s geom-
etry,
Aninimportant
An space and
important main of
feature
feature outfitting
ofthe arrangements,
themulti-objective
multi-objective in main structural
optimization
optimization procedure
procedureelements,
presented etc.
in by
presented inthe
Fig-
use
Figure of
ure 7b 7b selected
is the
is the design
Parametric
Parametric parameters
Ship Modelling,
Ship that
Modelling, are
namely optimized
namelythethe in
variation the
variation frame
of design of
of design a defined
parameters
parametersoptimiza-
for for
the
thetion procedure.
generation
generation Digital
of digital
of digital “siblings”
“siblings”
“siblings” are
(Figure higher-level
8). This
(Figure Thisdigital
8). refers to the“twins”,
refers variation
to with enough
in the
the variation themodelling
ship’s
in geom-
ship’s
accuracy
etry, in space
geometry, intospace
allow
and mainfor main
and the exploration
outfitting of the huge
arrangements,
outfitting design
in main
arrangements, space
in structural
main inelements,
the frame
structural of by
etc.
elements, a global
the
etc.
useoptimization
of selected procedure.
design parameters that are optimized in the frame
by the use of selected design parameters that are optimized in the frame of a defined of a defined optimiza-
tion procedure.
optimization Digital “siblings”
procedure. are higher-level
Digital “siblings” digital “twins”,
are higher-level digitalwith enough
“twins”, withmodelling
enough
accuracy toaccuracy
modelling allow for the exploration
to allow of the huge
for the exploration design
of the hugespace
designinspace
the frame
in theof a global
frame of a
optimization
global procedure.
optimization procedure.

Figure
Figure 8. Digital
8. Digital Siblings:
Siblings: TwoTwo hull
hull forms
forms with
with lengthened
lengthened andand shortened
shortened parallel
parallel mid-body
mid-body (shown
(shown
in blue), but with identical displacement and longitudinal centers of buoyancy
in blue), but with identical displacement and longitudinal centers of buoyancy [18]. [18].

For
Figure thethe
8.For synthesis
Digital synthesis
Siblings:of
Twosoftware
of hull
software tools,
forms withthe
tools, PIDO
the PIDO
lengthened environment
environment
and shortened(Process
(Process
parallel Integration
Integration
mid-body and
(shownand
Design Optimization) of CAESES ® (www.caeses.com, accessed on 6 November 2022) was
in Design
blue), butOptimization) of CAESES and
with identical displacement ® (www.caeses.com,
longitudinal centersaccessed on 9 November
of buoyancy [18]. 2022) was
used in HOLISHIP
used in HOLISHIP and in the
and studies
in the studiespresented
presented herein (Figure
herein 9). 9).
(Figure
CAESES ® is a versatile CAD
ForCAESES ® is
the synthesis a versatile CADsystem
of software system
tools, for
theforthe
theparametric
PIDO parametric
environment modeling
(ProcessofIntegration
modeling geometry, partic- par-
and
ticularly
ularly hull
hull forms,
forms, propulsion
propulsion systems
systems and
and appendages.
appendages. Complementary,
Complementary,
Design Optimization) of CAESES (www.caeses.com, accessed on 9 November 2022) was
® it is
it a
is flexible
a flexible
integration
integration
used platform,
in HOLISHIP allowing
platform,
and the the
inallowing execution
studies of tools
thepresented
execution across
of
herein operating
tools 9). systems
across
(Figure operating andsystems
replacing and
expensive
CAESES is a versatile CAD system for the parametric modeling of geometry,needed
simulations
® with fast surrogates (i.e., metamodels). The key components partic-
for running
ularly and combining
hull forms, propulsion many different
systems anddesign tools and
appendages. simulation codes
Complementary, it are:
is a flexible
•integration
Parametric modeling
platform, and robust
allowing the variation
executionofofgeometry in order
tools across to run design
operating systems studies
and
(variable geometry);
 • Conversion and preparation of data for simulations to provide geometry and infor-
mation to and between various tools and codes (preprocessing);
• Flexible and easy coupling of any external tools and codes, using task-specific input
and output files as templates (software connection);
• Data extraction and aggregation from tools and codes (postprocessing);
J. Mar. Sci. Eng. 2022, 10, 1717 10 of 18
• Variant generation by means of design-of-experiments (DoE) (exploration) and opti-
mization strategies (exploitation) along with variant management and design assess-
ment.
• Conversion and preparation of data for simulations to provide geometry and informa-
The integration of tools is rather straightforward and allows for the extending of syn-
tion to and between various tools and codes (preprocessing);
thesis models as needed and as design processes advance. Within HOLISHIP, about two
• Flexible and easy coupling of any external tools and codes, using task-specific input
dozen different simulation codes were coupled [17], ranging from simple spreadsheet cal-
and output files as templates (software connection);
culations, notably using Excel (Microsoft), via potential flow-codes like NEWDRIFT+
• Data extraction and aggregation from tools and codes (postprocessing);
(NTUA) and high-fidelity RANSE codes like FreSco+ (HSVA), to computer-aided engi-
• Variant generation by means of design-of-experiments (DoE) (exploration) and optimiza-
neering platforms like NAPA (NAPA Oy) and CADMATIC (Elomatic), as well as ship
tion strategies (exploitation) along with variant management and design assessment.
energy efficiency modeling tools like SEECAT (BV) and COSMOS (DnV).

Figure 9. Overview of CAESES® main functionalities with a selection of integrated software systems
Figure 9. Overview of CAESES® main functionalities with a selection of integrated software systems
& providers from the HOLISHIP consortium.
& providers from the HOLISHIP consortium.
Several
The simulation
integration codesis(CFD,
of tools ratherFEA) typically need
straightforward andquite a lot
allows foroftheexecution
extending time,
of
dedicatedmodels
synthesis licenses, special and
as needed hardware (e.g.,
as design an HPC)
processes and, very
advance. Within importantly,
HOLISHIP, expert about
knowledge
two of how tosimulation
dozen different establish and run
codes them
were properly.
coupled Inranging
[17], general,from
for asimple
designspreadsheet
team facing
a multi-disciplinary and multi-objective design task, it is far from trivial
calculations, notably using Excel (Microsoft), via potential flow-codes like NEWDRIFT+ to dispose of all
the software, hardware and expertise. Furthermore, a RANS simulation
(NTUA) and high-fidelity RANSE codes like FreSco+ (HSVA), to computer-aided engineer- may take several
hours
ing per variant,
platforms while a(NAPA
like NAPA single probabilistic damage stability
Oy) and CADMATIC analysis
(Elomatic), might
as well still require
as ship energy
some ten modeling
efficiency to fifteen minutes
tools likeon a standard
SEECAT (BV) PC.
and Thus,
COSMOS if interactive
(DnV). study-design options
are required, quickly andcodes
Several simulation efficiently,
(CFD,the direct
FEA) calculation
typically needprocedure
quite a lotbecomes prohibitive.
of execution time,
Besides, for a formal optimization process that is executed automatically,
dedicated licenses, special hardware (e.g., an HPC) and, very importantly, expert knowl- the logistics of
many tools having to run concurrently are burdensome and prone to
edge of how to establish and run them properly. In general, for a design team facing a failure. Conse-
quently, within HOLISHIP
multi-disciplinary a new approach
and multi-objective designwas investigated
task, it is far from and successfully
trivial to dispose applied,
of all
the software, hardware and expertise. Furthermore, a RANS simulation may take several
hours per variant, while a single probabilistic damage stability analysis might still require
some ten to fifteen minutes on a standard PC. Thus, if interactive study-design options
are required, quickly and efficiently, the direct calculation procedure becomes prohibitive.
Besides, for a formal optimization process that is executed automatically, the logistics of
many tools having to run concurrently are burdensome and prone to failure. Consequently,
within HOLISHIP a new approach was investigated and successfully applied, namely the
encapsulation of simulation results by means of surrogates. To this end, large sets of design
variants were generated and independently assessed to determine key performance indica-
tors, such as the attained index of damage stability, the resistance in calm water, the added
resistance in waves, the structural weight, life-cycle costs, etc. Designs of experiments, such
as a SOBOL or a Latin hypercube sampling technique, were utilized to generate variants for
pre-selected free variables, the superset of all free variables representing the design space
 namely the encapsulation of simulation results by means of surrogates. To this end, large
sets of design variants were generated and independently assessed to determine key per-
formance indicators, such as the attained index of damage stability, the resistance in calm
J. Mar. Sci. Eng. 2022, 10, 1717 water, the added resistance in waves, the structural weight, life-cycle costs, etc. Designs 11 of 18
of experiments, such as a SOBOL or a Latin hypercube sampling technique, were utilized
to generate variants for pre-selected free variables, the superset of all free variables repre-
senting the design
for the design task whenspace for the design
subsequently task when
combining subsequently
surrogates. For thecombining
surrogates surrogates.
modeling,
For the surrogates modeling, different techniques were ®
different techniques were made available via CAESES , such as kriging, made available viaartificial
CAESESneural
®, such

as kriging,
networks artificial
analysis andneural networks
polynomial analysis and polynomial regression.
regression.
AAtypical
typicalsurrogate
surrogate model
model forfor
thethe resistance
resistance of aofdouble-ended
a double-ended ferry
ferry studied
studied in pro-
in project
ject HOLISHIP
HOLISHIP is shown
is shown in Figure
in Figure 10. 10. There,
There, thethe change
change in in calm
calm water
water resistancehas
resistance hasbeen
been
calculatedupfront
calculated upfrontvia viathe
theuseuseofofa acomputing
computingpower-
power-and andtime-intensive
time-intensiveRANSERANSEcode code
with respect to a variation in length and beam (other parameters may
with respect to a variation length and beam (other parameters may be added) of de- be added) of design
variants;
sign pointpoint
variants; results are expressed
results by a surrogate
are expressed model model
by a surrogate function, enabling
function, fast postpro-
enabling fast
cessing when searching
postprocessing for thefor
when searching design variants
the design with lowest
variants resistance.
with lowest resistance.

Figure 10. Surrogate model for DE-ferry [8].

Figure 10. Surrogate model for DE-ferry [8].

AAsynthesis
synthesis of tools
of tools forparametric
for the the parametric
designdesign optimization
optimization of a RoPax of bya RoPax by the
the CAESES ®
CAESES ® platform is shown in Figure 11. Hull forms of digital siblings, parametrically
platform is shown in Figure 11. Hull forms of digital siblings, parametrically generated by
generated
use by use ofmodel
of the CAESES the CAESES
(step 1),model (step 1), are hydrodynamically
are hydrodynamically evaluated forevaluated
their calmfor their
water
calm water resistance by use of the potential theory panel code
resistance by use of the potential theory panel code ν-Shallo (step 2) and RANSE code ν-Shallo (step 2) and
RANSE code FreSco+ of HSVA (step 3), as well with respect to seakeeping
FreSco+ of HSVA (step 3), as well with respect to seakeeping and added resistance in waves and added
byresistance
use of theincode
waves by use of the
NEWDRIFT+ code NEWDRIFT+
of NTUA of NTUA (step
(step 4). An assessment of the4). An assessment
intact and damageof
the intact and damage stability of the variants by use of NAPA follows
stability of the variants by use of NAPA follows in step 5, assuming a conceptual in step 5, assuming
ship
a conceptualand
arrangement shipinternal
arrangement and internal
subdivision. subdivision.
The preliminary The preliminary
structural design of structural
the variants de-
bysign
theofuse
theofvariants
Mars/BV,by theor use of Mars/BV,
alternatively or alternatively
NAPA NAPA
steel, follows steel,6.follows
in step in step 6.
The life-cycle
The life-cycle
economic economic and environmental
and environmental impact assessment impact assessment
of the of the parametrically
parametrically generated designs gen-
iserated designs
conducted by is conducted
a CAESES by a CAESES
feature, feature,
or the more or the more
advanced LCPAadvanced LCPA toolinof
tool of HOLISHIP,
HOLISHIP,
step in stepand
7. Final space 7. Final space arrangements
outfitting and outfitting are
arrangements
developedare developed
in step in step
8, but only for8,the
but
only for the
identified identified
optimal optimal
design(s), via design(s),
a proper CAD via adrawing
proper CAD drawingortool
tool (NAPA (NAPA orItAU-
AUTOCAD). is
TOCAD).
noted It isabove-outlined
that the noted that thestep above-outlined
procedures 1–7stepmay
procedures 1–7 may
be conducted be conducted
in parallel, as theyin
are independent from each other, except for the basic information about the hull form and
conceptual space arrangements that are defined in step 1. Obtained results for the various
properties of the generated design variants/siblings (resistance, propulsion power, stability
metrics, structural weight, displacement, etc.) are postprocessed by the use of surrogate
models that enable the fast identification of the best design variants by the application of
 parallel, as they are independent from each other, except for the basic information about
the hull form and conceptual space arrangements that are defined in step 1. Obtained re-
J. Mar. Sci. Eng. 2022, 10, 1717 sults for the various properties of the generated design variants/siblings (resistance,12pro-
of 18
pulsion power, stability metrics, structural weight, displacement, etc.) are postprocessed
by the use of surrogate models that enable the fast identification of the best design variants
by the application
multi-objective of algorithms
genetic multi-objective genetic
(MOGA), algorithms
available on the(MOGA),
CAESES available on the
platform (Dakota
CAESES platform (Dakota toolkit, https://dakota.sandia.gov/,
toolkit, https://dakota.sandia.gov/, accessed on 6 November 2022). accessed on 9 November
2022).

Figure 11. CAESES®®/Friendship Systems Synthesis of Tools for RoPax Parametric Design Optimiza-
tion. 11. CAESES /Friendship Systems Synthesis of Tools for RoPax Parametric Design Optimization.
Figure

In the frame of a RoPax optimization study, in Figure 12 (upper part) we see the results
In the frame of a RoPax optimization study, in Figure 12 (upper part) we see the re-
of the exploration of the design space of some hundreds of automatically generated RoPax
sults of the exploration of the design space of some hundreds of automatically generated
ships in terms of the margin of the attained subdivision index (positive means: attained
RoPax ships in terms of the margin of the attained subdivision index (positive means:
subdivision index is larger than the required one) in the indicated range of beam and length.
attained subdivision index is larger than the required one) in the indicated range of beam
Note that points in orange color indicate non-feasible designs due to the violation of some
and length. Note that points in orange color indicate non-feasible designs due to the vio-
set design criterion (here: mostly damage stability). In Figure 12 (lower part) we see the
lation of some set design criterion (here: mostly damage stability). In Figure 12 (lower
net present value (NPV) of the generated RoPax design vs. the attained subdivision index
part) we see the net present value (NPV) of the generated RoPax design vs. the attained
margin and a clear Pareto Frontier of the feasible designs. Details of these studies and an
subdivision index margin and a clear Pareto Frontier of the feasible designs. Details of these
elaboration of the RoPax design can be found in [19].
studies and an elaboration of the RoPax design can be found in [19].
Beyond the global optimization of main ship dimensions/parameters, a local optimization
generally follows for the most promising deign variants. In Figure 13, the transom stern
of a fast catamaran has been parametrically modelled by the use of 10 design parameters,
and detailed flow CFD calculation was conducted for the optimal transom stern geometry,
while considering the interaction with the fitted propeller, the propeller shaft, brackets and
rudder (project TrAM, [20]). This local optimization process led to a remarkable overall
propulsive efficiency of about 80%, proving the feasibility of the battery driven high-speed
design concept [21,22].
 J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 13 of 19

J. Mar. Sci. Eng. 2022, 10, 1717 13 of 18

Figure 12. HOLISHIP Optimization RoPax [19].

J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 14 of 19
Figure 12. HOLISHIP Optimization RoPax [19].
Beyond the global optimization of main ship dimensions/parameters, a local optimization
generally follows for the most promising deign variants. In Figure 13, the transom stern
of a fast catamaran has been parametrically modelled by the use of 10 design parameters,
and detailed flow CFD calculation was conducted for the optimal transom stern geometry,
while considering the interaction with the fitted propeller, the propeller shaft, brackets
and rudder (project TrAM, [20]). This local optimization process led to a remarkable over-
all propulsive efficiency of about 80%, proving the feasibility of the battery driven high-
speed design concept [21,22].

Figure 13. Numerical mesh around the stern tunnel area for the local optimization by FreSCo+ of
Figure 13. Numerical
the Stavanger mesh(5.7M)—H2020
Demonstrator around the stern
TrAMtunnel
Projectarea fordriven
Battery the local optimization
fast Catamaran byOp-
Local FreSCo+
oftimization
the Stavanger Demonstrator
of Transom Stern [21].(5.7M)—H2020 TrAM Project Battery driven fast Catamaran Local
Optimization of Transom Stern [21].
4. Conventional vs. HOLISHIP Design Approach: What Is the Difference?!
The holistic approach to ship design implemented in the HOLISHIP project is not
simply a new verbal notion, without substance. We claim that it is a step change in ship
design, as elaborated in the following tabular comparison with the conventional approach
on the basis of defined assessment criteria (Figure 14).
J. Mar. Sci. Eng. 2022, 10, 1717 14 of 18

4. Conventional vs. HOLISHIP Design Approach: What Is the Difference?!

The holistic approach to ship design implemented in the HOLISHIP project is not
simply a new verbal notion, without substance. We claim that it is a step change in ship
design,
J. Mar. Sci. Eng. 2022, 10, x FOR PEER as elaborated in the following tabular comparison with the conventional15approach
REVIEW of 19
on the basis of defined assessment criteria (Figure 14).

Figure 14. Cont.

J. Mar. Sci. Eng. 2022, 10, 1717 15 of 18
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 16 of 19

Figure 14. Conventional vs. HOLISHIP Approach to Ship Design.

Figure 14. Conventional vs. HOLISHIP Approach to Ship Design.

5.5.Overview
Overviewof ofApplication
Application CasesCases ofof HOLISHIP
HOLISHIP
In the HOLISHIP project,
In the HOLISHIP project, nine (9) nine (9) basic
basicandand
three (3) variant
three demonstrators
(3) variant were de-
demonstrators were
veloped bybythe
developed participating
the participating European
Europeanindustrial partners
industrial of HOLISHIP,
partners supported
of HOLISHIP, by
supported
byresearch
researchinstitutes, societies
institutes, societies andand
university
universitylaboratories. The development
laboratories. The development of these
of de-
these
monstrators, which
demonstrators, whichare
areallallinnovative
innovativewith respect
with toto
respect the adopted
the adopted design procedures
design procedures andand
the demonstrated performance, presumes the familiarization of the
the demonstrated performance, presumes the familiarization of the design teams withdesign teams with thethe
HOLISHIPconcept
HOLISHIP concept and
and its
its software
software platforms
platformsand andtools,
tools,prior
priortotoapplication
application in in
practice.
practice.
Elaborated application cases refer to concept and contract design stage,
Elaborated application cases refer to concept and contract design stage, while in two while in two cases,
cases,
virtual testing by digital mock-ups was demonstrated. The following
virtual testing by digital mock-ups was demonstrated. The following basic application basic application
J. Mar. Sci. Eng. 2022, 10, x FOR PEER REVIEW 17 of 19

J. Mar. Sci. Eng. 2022, 10, 1717 16 of 18

cases were elaborated the by use of the developed HOLISHIP software infrastructure (Fig-
ure 15):
cases
• were
The elaborated of
optimization thethe
bydesign
use ofand
the operation
developedofHOLISHIP
an Offshoresoftware
Supportinfrastructure
Vessel (OSV),
(Figure 15):
coordinated by Kongsberg Maritime;
•• The
Lightoptimization
weight designof the design
issues and operation
of cruise of an Offshore
vessels, coordinated Support
by Meyer Vessel (OSV),
Werft;
• coordinated
The design forby maintainability
Kongsberg Maritime;
of the engine system of a research vessel, coordinated
• Light weight design
by Fincantieri issues of cruise vessels, coordinated by Meyer Werft;
Shipyard;
•• The design for maintainability
The concept and contract design of of
thea engine system of
multi-purpose a research
ocean vessel,vessel, coordinated
coordinated by the
by Fincantieri
Naval Group; Shipyard;
•• The
Theconcept
virtual and contract
vessel mockup design of asimulation
for the multi-purpose ocean
of the vessel, coordinated
maneuvering of a cargobyship,
the
Naval Group;by MARIN;
coordinated
•• The virtual vessel mockup
The hydrodynamic for the
optimization ofsimulation of theand
a containership maneuvering of aascargo
a bulk carrier, ship,
well as the
coordinated by MARIN;
presentation of a weather routing system, coordinated by NTUA on behalf of DA-
• The hydrodynamic optimization of a containership and a bulk carrier, as well as the pre-
NAOS;
• sentation
The conceptof adesign
weather ofrouting system,
a gravity coordinatedfor
base foundation byan
NTUA on behalf
offshore of DANAOS;
platform operating
• The concept design of a gravity base foundation for an offshore platform operating in
in icy shallow waters, coordinated by Elomatic;
icy shallow waters, coordinated by Elomatic;
• The optimization of a conventional and an advanced engine/propulsion technology
• The optimization of a conventional and an advanced engine/propulsion technology
RoPax, coordinated by Tritec Marine;
RoPax, coordinated by Tritec Marine;
• The design of a double ended ferry, coordinated by Elomatic.
• The design of a double ended ferry, coordinated by Elomatic.

Figure 15. HOLISHIP Demonstrators.

Figure 15. HOLISHIP Demonstrators.

All above
All above application
application case
casestudies
studieswere
wereconducted
conductedbyby use
useof of
methods
methods andand
tools de-
tools
scribed in volume I of the book “A Holistic Approach to Ship Design” [23],
described in volume I of the book “A Holistic Approach to Ship Design” [23], whereaswhereas details
of the application
details case studies
of the application are elaborated
case studies in volume
are elaborated II [24]. InIIaddition,
in volume two moretwo
[24]. In addition, ap-
plication studies referring to green shipping were recently presented [4], namely
more application studies referring to green shipping were recently presented [4], namely:
•• Thedesign
The designof
ofan
anLNG
LNGfueled
fueledRoPax
RoPaxvessel
vesselfor
foroperation
operationbetween
betweenItaly
Italyand
andGreece
Greece
•• The design of a battery driven double ended ferry for operation in Finish coastal wa-
The design of a battery driven double ended ferry for operation in Finish coastal waters.
ters.
6. Summary and Concluding Remarks
A holistic approach to ship design, which was introduced earlier as a novel ship
design concept, was widely applied in the HOLISHIP project, proving its viability. The
concept was implemented in versatile, integrated design platforms, offering the user a
vast variety of options for the efficient development of alternative ship designs by the
J. Mar. Sci. Eng. 2022, 10, 1717 17 of 18

use of tools for their analysis and multi-objective optimization with respect to all relevant
(ship) design disciplines, as well as virtual prototyping. An open architecture allows for
continuous adaptation to current and emerging design and simulation needs, flexibly
setting up dedicated synthesis models for different application cases. The exploration of
the huge design space is enabled by the use of automated parametric models of significant
depth, which are processed with reduced lead time.
The achievements and introduced innovations of the HOLISHIP project are summa-
rized below:
• Design synthesis and integration of software tools realized via a combined bottom-up
and top-down approach;
• Parametric, multi-objective design optimization enabled via CAESES® platform;
• Flexible combination of tools as needed for specific design tasks;
• Continuous growth of syntheses models with more application cases;
• Replacement of resource-intensive simulations with surrogate models;
• VR modeling via RCE platform known from German aviation industry (DLR);
• Distributed Working enabled via RCE cloud computing;
• Holistic approach to ship design proven in a series of application studies;
# Effective exploration of huge design space in short time;
# Seamless consideration of important design aspects at early stage;
# Rationally optimized designs by state-of-the-art tools;
# Consideration of human factors in ship design by virtual modeling and VR testing.
In the future, further dedicated tools and applications addressing requirements arising
from contemporary emission reduction policies will be integrated into the HOLISHIP
Platforms and thus provide the path towards the zero-emission maritime transport goal set
out by the EU and the waterborne community.

Funding: HORIZON 2020 project HOLISHIP, contract number 689074. The HOLISHIP project is
the joint effort of 40 representatives of the European Maritime Industry and Research Community.
The work was partly funded by EU in the frame of the HORIZON 2020 project HOLISHIP, contract
number 689074, www.holiship.eu (accessed on 6 November 2022).
Conflicts of Interest: The authors declare no conflict of interest.

Note
1 Key-note paper presented at MARTECH22, the 6th International Conference on Maritime Technology and Engineering, Lisbon,
Portugal, 24–26 May 2022.

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