Answer the following questions:

1- For a ship curve relevant form parameters may be any mix of the following:

• positional data (offsets for any number of curve segments).

• derivative data (tangents, curvature at suitable points).

• integral data (area under curve, centroid, moment of inertia etc.).

2-The design procedure for the hull shape has the following steps:

A. design of basic curves [sectional area curve (SAC), design waterline (DWL), sheer profile,
deck outline etc.].

B. Design of transverse sections, using data from the basic curves.

C. Generation of the hull surface by interpolation of the transverse sections.

D. iteration , if required.

3-The application of ship structural analysis and design is a key element in ensuring the safety and
economy of the ship. The ship must meet unique safety standards to operate safely in the hostile
maritime scenario without jeopardizing human lives, cargo and hull, or the marine environment.

4-The design solutions must realize lowlight ship weights and production costs in order to be
economically competitive. These basic objectives are not new, but the approach to achieving viable
and attractive solutions has changed significantly during the recent decades of computer-aided ship
design.

5-Traditionally before the computer era the structural design of merchant ships was generally
based on classification rules and international ship safety convention which were derived in part
on analytical grounds, but in large measure also on empirical observations and accident statistics.
Load assumptions and operating risk scenarios were often hidden behind declarative statements in
the rules. Most of the design was founded on deterministic load cases combined with protective
safety factors to cope with uncertainties. This methodology was applied responsibly and without
undue risks to conventional designs.
6-The picture has grossly changed during the following decades driven by advances in structural
analysis, load assumptions, probabilistic modeling, reliability analysis, nonlinear optimization, and
many innovative ideas in design solutions. Ship structural analysis has benefited from general
progress in this field, such as by finite element method, finite volume method, and boundary
element method developments. But much of the innovation was also due to the maritime field with
its unique requirements. The common denominator of many small steps of innovation seems to be
a long-term trend toward more rational design assumptions, based on probabilistic models of many
actual load cases and operating scenarios, treated by systematic optimization strategies.

7- blending functions are functions of the parametric variable t used to derive equations of non-
interpolating splines.

8-BFs are derived by assuming variable masses kept on the CPs, which exert gravitational pull
influence on the spline. The actual spline is the locus of the center of mass of these variable masses.
The discipline of computer-aided ship design (CASD) was certainly well established
by 1960, although it has several roots and historical precursors we can recognize
three main roots:

1- The need for digital media in the numerical control of manufacturing automata.

2- The desire for digital representation of the ship geometric product model replacing the
tedious and error prone graphical process of ship lines definition.

3- The application of computers for computationally intensive, time-consuming tasks of ship

design calculations as in ship stability, hydrodynamic and structural analysis.
complete:

1. The digital modeling of ship hull geometries was a primary prerequisite in

capturing the complex, curved, free form shape of ship lines and surfaces for all
purposes of hull form analysis.

2. Ship design is a decision-making process that leads from given requirements to a

product definition with all relevant information for the performance assessment and
production of the ship.

3. For any given set of design variables like principal dimension and parameters, e.g.,
route and cargo availability, the design process evaluates the corresponding
measure of merit (economic criterion) and constraints (stability, freeboard, etc.).

4. In normal situations many feasible solutions exist, thus the designer must declare
the optimal solution, either by direct choice or by stating a measure of merit
criterion for comparing Design quality. This turns the design problem into an
optimization problem. If the relationship between the design variables on the one
hand and the measure of merit or at least one of the constraints on the other hand is
nonlinear, then the entire problem model is nonlinear. A great majority of ship
design problems is of nonlinear type.

5. The definition of the ship hull form is one of the earliest steps in ship design
because initially many necessary assessments depend on at least a provisional
description of hull shape. Later this tentative description is refined into a definitive
and fair ship hull form definition for production purposes.

6. The predominant curve representations in hull form definition as in other

branches of computer aided design (CAD) applications soon became parametric
polynomial forms, in particular: Bézier curves, B-Splines and Non-uniform rational
B-splines.

7. Bézier curves, B-Splines and Non-uniform rational B-splines curves have the
advantage of being manipulable interactively by control points, hence also on
computer monitors. Several vertex control offer any desired orders of piecewise
Continuity and can be elevated to high polynomial degrees. The rational variant of
Bézier and B-spline curves also includes conic sections, sometimes used for special
features of hull form.

8. The corresponding surface representations built upon Bézier curves, B-Splines and
Non-uniform rational B-splines curves as tensor product or Boolean sum
interpolation for rectangular patch patterns are Bézier surfaces, B-Spline surfaces,
NURBS surfaces and Coons surfaces.
9. A frequent approach is the generation of hull surfaces from given curves. Initially a
set of piecewise continuous characteristic curves is generated from provided offset
data and end constraints. They may come from another ship with features similar
to the one which is modeled. Together they form a regular or irregular mesh, not
unlike a lines plan, connected at the mesh knots.

10. If the curve and surface representations contain enough degrees of freedom, then
these can be optimized by applying a fairness criterion. In ship design fairness is
often quantified by a quadratic second order derivative norm (curvature integrals).
Fairing is a manual process by manipulating control points and the software assists
with various visualization aids, like curvature plots.