Global Optimization of the Nonconvex Containership Design Problem Using the Reformulation-Linearization Technique

(ABSTRACT) The containership design problem involves optimizing a nonconvex objective function over a design space that is restricted by a set of constraints defined in terms of nonconvex functions. An application of standard nonlinear optimization methods to such a problem can at best attain a local optimum that need not be a global optimum. This thesis investigates the application of alternative modeling, approximation, and global optimization techniques for developing a multidisciplinary approach to the containership design problem. The problem involves five design variables, which prioritized according to their relative importance in the model are: design draft, depth at side, speed, overall length, and maximum beam. Five constraints are imposed on the design, viz., an equality constraint to enforce the balance between the weight and the displacement, a linear inequality constraint on the length to depth ratio that is implied by the lightship weight formulation for the design to be acceptable, an inequality constraint on the metacentric height to ensure that the design satisfies the Coast Guard wind heel criterion, an inequality on the freeboard to ensure the minimum required freeboard governed by the code of federal regulations for freeboard (46 CFR 42), and an inequality constraint on the rolling period to ensure that the design satisfies the minimum required rolling period criterion. The objective function employed is the required freight rate, expressed in dollars per metric ton per nautical mile in order to recover annualized construction and operational costs. The model also accommodates various practical issues in a manner suitable to improve its representability. For example, it takes into account the discrete container stowage issue. The carrying capacity (number of containers) is expressed as a continuous function of the principal dimensions by using a linear response surface fit that in turn makes the objective function continuous. The weight-displacement balance is maintained by including draft as a design variable and imposing an equality constraint on the weight and displacement rather than introducing an internal loop to calculate draft at each iteration. This speeds up the optimization process. Also, the weight is formulated independent of the draft to ensure independence of the weight and the displacement, which simplifies the optimization process. The time for loading and unloading containers at a given port is a function of the number of cranes available. The number of cranes is formulated as a iii function of the l ength of the ship, and the resulting expression …