Dear reader,

A warm welcome to our second edition ofNewswave this year. With this Newswave wewould like to invite you to meet us at SMM2010 in Hamburg at our booth no. 260 in hallB4, where we will present an outline of ourlatest developments.

The first half of 2010 was a quite challengingphase for our model basin, with some cancella-tions and many rescheduling of projects to thesecond half of the year. Now, with the impro-ving economy and the increase in transportvolume, business becomes very active again.Our customers should note that we are againalmost fully booked till the end of the yearwhich makes it rather challenging to meetadditional demands of our services. We try tobe even more flexible than in the past, inorder to accommodate all your expectationswithin a short time. As the past 18 monthshave shown, next-generation ships will haveto be much more efficient to enable the ship-ping business to respond flexibly to changesin the market.

We will do our best to find optimum solu-tions for all your hydrodynamic questions tomake your product a success, and it is our

vision to always justify your confidence in ourexperimental and numerical work.

Besides interesting projects for our clients,much research was done and many new re-search projects have been started. You willfind some information on the new projectsinside this issue of Newswave.

The progress of the work for our demonstra-tor of the new side wave generator is well ontrack. The construction is well underway andthe installation of the wave generatorsegments will start in September. Already inearly 2011 this new side wave generator willsignificantly improve our capabilities in testingships and offshore structures in very realisticsea conditions.

SMM in Hamburg is approaching in earlySeptember and I hope we will have a chanceto meet you during this unique event for ourindustry. The team of HSVA welcomes you tovisit us at our booth where we are preparedto answer any question you may have.

Juergen FrieschManaging Director

IN THIS ISSUE:

• HSVA’s New Side Wave GeneratorProgress of Construction Work

• How to Swim with Sharks –the Project HAI-TECH

• Development of Empiric Prediction Methods for Ice Going Ships Basedon Artificial Neutral Networks

• HYDROFERT – Investigating the Influence of Surface Imperfections

• Upcoming R&D Project DYPIC(Dynamic Positioning in IceCovered Waters)

• CFD helps to optimise Fjord1 Ferry Services

• CFD Prepares the Ground forSafer Navigation

• The Hamburg Ship Model Basin TARGETS Energy Efficiency of Ships

• New Project ‘PREFUL’ on Propeller Performance Scaling just startedat HSVA

Newswave 2

� by Peter Soukup and Katja Jacobsen

Increasing requirements on safety andeconomic aspects during the life of shipsand offshore structures demand detailedinvestigations of the seakeeping behaviourin realistic sea states. For this reason theHSVA decided in 2008 to acquire a newside wave generator for the long side ofHSVA’s large towing tank. In only fewmonths time it will be possible to generateregular and irregular long- and short-crested, beam and oblique waves as well ascross seas in combination with the existingwave maker.At the beginning of this year, the construc-tion work of HSVA’s new side wave genera-tor has started and a demonstrator of 40mlength as illustrated in Figure 1 will be avai-lable in January 2011. It is planned to extendthe wave maker to the length of 140m afteran intensive test phase. One section of themanufactured side wave generator and thestowing system are shown in Figure 2. Alto-gether five sections of eight metre in lengtheach will be installed in this first construc-tion phase.

In order not to disturb other experimentsby limiting the tank width with the sidewave generator, it will not be installedpermanently in the tank. A dedicatedstowing system lowers the wave generatorin the tank only for the seakeeping tests.During the other tests it will be storedbehind the tank wall in a new buildingextension. The transit from stowage intooperation position will take less than onehour. The process is illustrated in Figure 3.Furthermore, wave absorbers consisting of

HSVA’s New Side WaveGenerator: Progress of

Construction Work

Fig.1: Impression of the new side wave generator in the large towing tank

Fig.2: O ne section of 8m length of the wave generator

Newswave

vertically positioned perforated steel plateswill be mounted on the opposite side of thetank to dampen the waves. As the wave generator rests on the tankwall during operation mode an extensivepile foundation has been made to supportthe tank wall and to carry the dynamicalloads in order to prevent the tank wall fromswinging. Figures 4 and 5 show the founda-tion and the base plate of the new buildingextension. The wave generator itself will bemounted in September 2010, when the civilconstruction activities are finished. Already in early 2011 it will be possible notonly to carry out seakeeping tests in regu-lar or irregular long crested following or

head waves or in transient wave packets,but also tests in beam and oblique waves with forward ship speed and without theneed to accept the compromise of zig-zagcourses. Even highly realistic scenarios, as inshort crested seaways from nearly anydirection or even in e.g. wind seas of up to0.4m significant wave height crossing a swellsea of up to 0.4m in height are possible. Byintegrating the side wave generator in themiddle of the long side of the existing largetowing tank the acceleration and decelera-tion phases of the ship model can be placedin front and behind the actual measuringregion. Thus the whole length of the sidewave generator can be entirely exploited

for the measurements, resulting in a veryattractive concept, especially for testinghigh speed ships in the long basin. More-over the same large models as for resis-tance or propulsion tests can be used for theseakeeping tests, thus saving cost and money.

Altogether the new side wave generatorwill significantly improve HSVA’s capabilitiesin testing ships and offshore structures invery realistic sea conditions.

Fig.4: Impression of the foundation Fig.5: Impression of the base plate

Fig.3: Stowing process o f the wave generator

3

Newswave 4

How to Swim with Sharks –the Project HAI-TECH

� by Johannes Schöön

One would not normally think thatmerchant vessels have anything in commonwith sharks, but the project Hai-Tech1 couldbring people to make this connection moreoften. Since the late seventies in the lastcentury, it has been known that microsco-pic surface riblets, aligned with the flow, canreduce the viscous friction by up to 10%.The outermost scales of shark skin, thedermal denticles, have grooves and ridgesthat seem to be of suitable size and shape,which has led several scientists to assumethat sharks could enjoy this type of dragreduction. If they really do, will remain anassumption until some scientist manages totame a shark and conduct controlled expe-riments with it. When applied to man-madeobjects, however, like aircraft, Olympicrowing shells (Los Angeles 1984), and racingyachts (Americas Cup 1987), there is nodoubt that riblets work. Consequently, theyhave been banned from rowing (1984) andyachting (1987).If riblets really work that well, then whyare they not applied to merchant ships?This is due to practical problems that willarise if the current riblet coating techno-logy, self-adhesive films, would be appliedin a marine environment:

• The riblet coating must be (close to) 100% antifouling.

• The service intervals are longer for ships, so small damages must stay small, and not lead to larger coating failures.

• Self-adhesive film is not a workable coating technology for very large surfaces.

If not self-adhesive films present a feasiblesolution, what are our remaining options?Paint? Yes! Although "riblet paint" sounds asimpossible as "checkered paint" (Fig. 1), this isexactly what the Hai-Tech project is all about.

Only through a concerted effort of all project partners (table), the technical hurdles can be overcome.

Due to the practical limitations of the appli-cation technology, it was soon realised thatthe riblets could not be perfectly stream-lined. Since the applicator most of all wouldlike to follow straight lines on the surface,i.e. geodesics, HSVA developed a computercode for calculating geodesics on ship hulls(Fig. 2), and comparing their direction tothat of true streamlines. With the help ofthis tool, it was possible to simulate and to

assess the losses in drag reduction effect due to riblet misalignment. Fortunately, it turned out that carefully planned geodesicsfollows the streamlines fairly faithfully most of the time. The drag penalty associatedwith the misalignment could then be keptwithin reasonable limits.

The project Hai-Tech is sponsored by theGerman Federal Ministry of Economics andTechnology (BMWi) and will end in 2011.

Fraunhofer Institute for ManufacturingTechnology and Applied Materials Research (IFAM)

formulating paint with suitable rheologi-cal, mechanical and antifouling properties,as well as developing the paint applicator

Beluga Fleet Management,Nordseewerke

providing a ship for full scale experiments

Fahrion Engineering, Fahrion Produktionssysteme

developing and building the first coatingrobot

HSVA figure out where the riblets should beapplied, what they should look like, andexperimentally confirm their perfor-mance

Fig.1: C heckered paint in the movie "Santa'sWorkshop" (© Walt Disney Productions,

Fig.2: Longitudinal geodesics on a ship hull1The German word „Hai“ means „shark“ in English

Project partner Field of work

Newswave 5

Development of Empiric Prediction Methods for Ice Going Ships Based on

Artificial Neural Networks

� by Nils Reimer

Today the prediction of resistance andpropulsion in ice covered waters is usuallycarried out by using well established semiempiric methods.

Normally an approach based on certainship main dimensions as well as hull shapeangles and ice properties is used [1]. Thetotal resistance in ice encountered by theship is split up into components each inclu-ding different physical phenomena like initialcrushing, breaking, as well as submersionand sliding of ice floes along the hull.

The prediction of resistance and power in abroken channel is based on calculationsaccording to the rules of the Finnish-SwedishAdministration. Likewise the approach forlevel ice these formulas include certain hullform and ice parameter. Another similarity tothe above mentioned method in level ice isthe superposition of single components todetermine the total resistance [2].

The disadvantage of these procedures isthat interactions of simultaneous effects arehardly taken into account. Results of modeltests and full scale trials on the other handshow high correlation between single para-meter influences like for instance thedependence of total resistance to icethickness and ship speed. Another aspect isthe validity of the existing methods, whichare based on a certain range of ships ofcomparison. Since the time when thesemethods were established, the ice breakinghull shape of ships has been further develo-ped and the number of ships with a conven-tional hull form operating in ice coveredwaters has increased.

To offer a prediction including both, a pre-ferable realistic parameter basis and a largerrange of validity concerning hull shape andmain dimensions, a prediction methodbased on artificial neural networks (ANN)was developed in scope of a master thesisat HSVA [3]. Neural networks offer thepossibility of learning multiple relations of aphysical problem without requesting anexplicit approach. Assumptions aboutsuperposition or interaction of singlecomponents or effects are therefore unne-cessary. The networks are trained on acertain parameter set including both, inputand target quantities (resistance, requesteddelivered power). The training itself isperformed with gradient descent methods(see Figure 1).

If the training set includes enough informa-tion, in a second step, the network is ableto generalize the dependencies to predictthe target values by using an unknown inputdata set.

To avoid memorization of presented dataduring the learning phase, the network has tobe validated continuously by using unknowndata sets. The optimum training stage isreached, if both training and validation errorhave reached their minimum (see Figure 2).

To enable the networks to learn the rele-vant parameter relations, data collectedduring model tests at HSVA were used. Theinput vector included main ship dimensions,hull shape and ice parameters. The resultsproduced, showed acceptable accuracy andplausible dependencies.

Fig.2: Error for training and validation

Fig.3: Results o f model tests and A NN

Fig.1: G radient descent method

Bibliography: [1] Lindqvist, G.: A straight forward method for calculation of ice resistance of ships, In POAC, June 1989[2] Riska, Kaj: Performance of merchant vessels in ice in the Baltic, Helsinki University of Technology, December 1997[3] Reimer, Nils: Development of empiric prediction methods for ice going ships, Hamburg University of Technology, May2010

Newswave 6

� by Uwe Hollenbach and FrankLumpitzsch

The quality of ship hull surfaces and itsinfluence on the hydrodynamic perfor-mance, mainly ship resistance, has beenquestioned since long. While manufactu-rers have spent significant effort on impro-ving production quality over the years, thiswas mainly to achieve higher accuracy andminimise rework. The effects that weldseams, shell buckling or other productionrelated surface imperfections have onhydrodynamics and ship resistance in par-ticular have hardly been investigated.

HSVA, together with their partnerIMAWIS, addressed the topics in theHYDROFERT project funded by theGerman Federal Ministry of Economics andTechnology (BMWi). In a range of high

Reynolds number experiments carried outin HSVA’s large cavitation tunnel HYKATand numerical investigations, differenttypes of surface imperfections have beeninvestigated to determine their effects onhydrodynamics. Studies of the boundarylayer as well as cavitation inception havebeen performed.

The HYDROFERT project investigatedthree separate, but related hydrodynamictopics. The first topic involved turbulencemodelling and forces on plates. The secondtopic focussed on cavitation inception onrudders, and the final topic involved theeffects of surface imperfections on modeltest and computational results for a

HYDROFERT – Investigating the Influence of Surface Imperfections

Fig.1: Production related imperfections: welding seams (left) and plate buckling (r ight) Fig.2: Semi-spade rudder with erosion dama-ges in the pintle area

Fig.3: Turbulent structures in the boundar ylayer using LES

Fig.5: C avitation on ideal rudder geometr y

Fig.4: C avitation on actual measured rudder geometr y

Newswave 7

torpedo-shaped test body.Fundamental study on platesThe fundamental study on plates show animportant result: both in measurementsand in simulations it is nearly impossible toget reliable results for body forces anddetailed boundary layer profiles at thesame time. The simulation requires transi-ent calculations for the boundary layer and the laminar / turbulent transition on onehand, and steady state calculations for theforces on the other hand, but this requiresdifferent numerical models. The sameapplies to the model testing: during meas-urements the use of PIV (Particle ImageVelocimetry) does not allow force meas-urements with the three-componentbalance in our facilities and vice versa.

The transition process and the turbu-lence predicted by LES (Large Eddy Simu-lation) are represented astonishinglyaccurate, however, a RANS-simulation(Reynolds Averaged Navier-Stokes) ismore suitable for determining the forces.Measured and simulated velocity profilesshow good agreement for all cases. Gene-rally the predicted forces by LES seem tobe of the same character as those predic-ted by RANS.

Investigating the rudder modelsThe investigation of the model rudders inHYKAT used two geometries: an idealizedsemi-balanced rudder as reference and anactual rudder geometry provided byIMAWIS. The rudders were fitted behind atypical large container ship. The cavitation observation concentratedon the most critical region, the gapbetween rudder horn and rudder. Here,cavitation inception began at small rudderangles and increased rapidly with largerrudder angles. For the actual ruddergeometry (including castings, plate bucklingand welding seams provided by IMAWIS)

the cavitation was much more pronounced,compared to the ideal rudder geometry.

Based on this result, for cavitation testing itis much more beneficial to use the actualdetailed rudder geometry instead of anideal rudder geometry when judging fullscale erosion damages.

Investigating the effects of buckling andwelding seamsTo investigate the effects of buckling andwelding seams a torpedo-shaped test bodywas used in HYKAT as a basis for differentsurface structures. The torpedo bodyconsists of a tube from a diameter of 0.5mand a length of 6m in total. The weldingseams are designed from plastic ribbons atta-ched every meter, nearly matching actualwelding seams provided by IMAWIS. Conse-quently each tube had six buckle arrays, eachwith three buckles in a nearly realistic dimen-sion of real-ship array size. The buckles weregeneric from first-order plate theory withfixed mounting all around and subsequentlytransformed to cylinder coordinates.

Four cases were investigated both in modeltests and in numerical calculations: flatsurface, flat surface with welding seams,buckled surface without and buckledsurface with welding seam. For the numerical simulations the in-housecode FreSCo+ has been used.

The measurements indicate that the platebuckles and the welding seams contributeto the same amount to the resistanceincrease compared to the ideal test bodywith flat surface. Model test results andnumerical calculations were found in goodagreement and these will now be used todevelop a method for estimating the fullscale added resistance caused by platebuckling and welding seams.

Fig.7: Buckle on Test Body

Fig.8: Gener ic Welding Seam on Test Body

Fig.6: Test Body seen from aft

Newswave 8

� by Andrea Haase

DYPIC is a research and developmentproject within the EU’s ERA-NET MARTECproject. Financially it is supported by theBMWi. The duration is 2.5 years, fromAugust 2010 to December 2012. Qualifiedinternational partners from France(Sirehna) and Norway (NTNU, KongsbergMaritime AS, DNV and Statoil) join HSVA inthis challenging project.

Dynamic positioningThe intensified exploration of oil and gas inarctic regions, including deep waters - wheremooring is costly or impractical - increasesthe demand of station keeping under ice driftconditions of arctic drill-ships, icebreakers andoffshore supply vessels. Dynamic positioningfor exploration operations in open waters iswell known and a lot of experience has beengained during the last decades. In ice this isnot the case.

HSVA’s state of the artAt present no DP system for ice modeltesting is available to investigate the stationkeeping behaviour of ice going vessels. Physi-cal model tests, such as oblique tests, are usedto determine the necessary input parametersfor full scale DP systems. Also tests withmanual station keeping have been performed.For those tests HSVA has 4 azimuth propul-sion systems of same size which are able todetermine system thrust, propeller revolution

and shaft torque. However, for DP tests withdrilling vessels in ice at least 6 of these thrust-er types are needed.

HSVA’s upgrading within DYPICCurrently HSVA offers the possibility for a DPsystem provider to connect via an analogueinterface box to HSVA’s model propulsionsystem controller and steer the model. SoonHSVA’s propulsion system stock will becompleted by two additional thruster packa-ges. As the DYPIC project proceeds HSVAwill be equipped with a complete model DPsystem by which the model position and

heading will be controlled. All involved datawill be transferred completely without cables.

Prospects of a Model DP systemOnce the DYPIC project will have beensuccessfully completed HSVA will be the onlymodel test facility to perform such stationkeeping tests in ice worldwide. Dynamic posi-tioning in ice model testing allows to syste-matically investigate the boundaries of certainoperations in different ice conditions. AtHSVA clients then have the chance for feasi-bility studies of their planned operations.

Upcoming R&D Project DYPIC(Dynamic Positioning in Ice Covered Waters)

Fig.1: Supply vessel “Vidar Viking” with attached dr illing r ig in ice

Fig.2: Engines of azimuth thrusters installed in a model

Fig.3: Model azimuth thruster

Fig.4: Ice model test – in future possible w ithout cable connection and using a DP system

Newswave 9

� by Scott Gatchell and Jochen Marzi

Fjord 1, one of Norway's leading coastal ferryoperators run a vast amount of ferry servicesinland Norway and along the coast as part of theNorwegian Coastal Highway. Being part of ahighly sophisticated transport system, theyrequire high performance and reliability of theiroperation and especially their vessels. Most ofthe ships are designed as double ended vesselsoffering high flexibility during loading / unloadingand hence unrivalled performance during porttime. Optimising the design of a double endedferry for a range of sailing conditions howeverimposes great challenges on the hydrodynamicsof the vessel. Fjord 1 have entrusted Multi Mari-time A.S. to design their newest member of thefleet. The design of the new ship features a

symmetrical bow / stern configuration withbulbous “bow”. A propulsion concept based on4 Rolls-Royce Azimuth thrusters mounted inhead boxes has been adopted for the project. The four propulsion units form a prominent partof the underwater hull and proper alignment ofthe headboxes is of prime importance for theperformance of the ship. HSVA has beencommissioned to optimise the shape of theheadboxes in a numerical exercise and performmodel tests to find the optimal angle of attack ofthe Azimuth thrusters as well as to confirm thenumerical results. The optimisation targeted ahigh speed condition at scantling draft.

Starting from a given design provided by theclient, HSVA used FreSCo+ to analyse the flowover the complete appended hull including thrusters and headboxes in a VoF based freesurface prediction.This lead to a detailed insightinto flow effects such as local directions and waveelevations which were then used to design diffe-rent alternative shapes of the head boxes. Thechallenge of this exercise is to design the head-boxes so that minimum resistance and maximumpropulsive efficiency can be obtained for opera-tion in both directions. Determining the appro-priate entrance and exit angles of the headbox

and limiting the flow acceleration in the canalbetween the main hull and the inner side of theheadboxes proved vital. The figure to the leftindicates the complex flow situation around theheadboxes at the bow for different designs. Inseveral iterative steps a geometry following themain flow direction introduced by the ship hullhas been derived.This included an initial analysisof a set of geometry variations with our in-house panel code nu-Shallo. Following that,complete RANS VoF predictions for the hull-form including complex appendages have beenperformed with FreSCo+. Figure 1 compareswave elevations along the hull of three selecteddesign alternatives.

A careful adaptation of the geometry of theheadboxes lead to a reduction of 5.3% in thepredicted effective power for the final version.

Model tests were performed in HSVA’s largetowing tank with a fully appended scale model ofthe ferry.These confirmed the FreSCo+ overallforce predictions as well as flow details such aslimiting streamlines shown in Figure 2. Duringmodel tests also the optimum angle of attack forthe thruster units was determined.

CFD helps to optimiseFerry Services

Fig.2: C ompar ison of wall streamlines obtained from model test and C FD prediction

Fig.1: C ompar ison of Wave profiles along the hull for 3 designs, (z-direction amplified)

Newswave 10Newswave

� by G rete Ernst

The increasing traffic density on world wideshipping routes demands new navigationassistance systems in which all vessels shareinformation to become part of a collabora-tive navigation network. Facing this challenge,the EU funded ARIADNA project – coordi-nated by ISDEFE from Spain – has been launched in November 2009.

ARIADNA aims to design a new navigationassistance tool that, in contrast to today’ssystems, which only show point positions,visualises the vessel’s actual size plus a socalled safety envelope. Just as Ariadna’sthread helps Theseus to find his way out ofthe labyrinth of Minotaur in the ancientGreek legend, the ARIADNA navigation as-sistance tool shall facilitate navigation inareas of high traffic density.

The idea of volumetric navigation systemsarises from the aeronautic sector and is ex-pected to increase efficiency and safety in confined waterways, harbours and inland water-ways. The safety envelope enclosing eachvessel is defined by various parameters suchas ship speed and manoeuvrability, but alsoenvironmental factors such as water level,current and wind speed.Each vessel will generate its own safety enve-lope and distribute it via existing data trans-fer systems like the Automatic IdentificationSystem (AIS) to other vessels in its proxi-mity. Visualising all vessels safety envelopescan provide warning and manoeuvringsupport for collision avoidance, and providerisk and warning assessment to vessel andnavigation control systems.

As interaction of ships is also a safety aspect inconfined waterway navigation, HSVA under-takes the task of producing on-demand predic-tions of ship generated waves for each vessel,which will influence the expansion of thesafety envelope beside and behind the ship.

HSVA’s in house potential flow code nu-Shallo has been proven to be a reliabletool for predicting ship waves over the lastten years. As the time factor – ARIADNAenvisages update intervals of less than fiveminutes – is a new challenge in this contextand forbids running complete potential flowcalculations every time, especially when sailingin shallow water, HSVA started to introduceArtificial Neural Networks (ANNs) for theprediction of wave patterns. ANNs havealready been proven to be powerful tools invarious engineering fields. A well trained ANNcan substitute a database with a dramaticallysmaller need for memory.

For ARIADNA a training data set is genera-ted for each vessel with nu-Shallo definingthe outer most coordinates of waves withcritical heights for different ship speed, trimand water depth. The aim is to define a boxaround the ship outside of which no criticalwave heights have to be expected.

A well trained ANN is capable of delivering the dimensions of this box for every sailing condition in a split second. This informationcan then be included in the parameter setfor generating the safety envelope men-tioned above.

The ARIADNA project will continue untilAugust 2012. First field tests of the systemare scheduled for summer 2011 and will takeplace on the Danube in Austria.

The ARIADNA project will disseminate itsfindings via a public web site at: www.ariadna-fp7.eu

CFD Prepares the Ground for Safer Navigation

10

Fig.2: Ships with predicted wave pattern andboxes, enclosing areas of cr itical wave

Fig.1: C oncept o f generating the safety envelope

Newswave 11Newswave 11

The Hamburg Ship Model BasinTARGETS energy efficiency of ships

� by Jochen Marzi

Energy efficiency and environmental considera-tions both are among today’s driving forcesdetermining maritime operation. Economicalpressure and international legislation require asensitive use of energy resources and a reduc-tion as well as a proper treatment of associatedemissions. To address ship energy efficiency in aholistic way, HSVA, together with a group oftwelve leading EU maritime research organisa-tions and shipping operators, has initiated a newEU project: The TARGETS – Targeted Advanced Researchfor Global Efficiency of Transportation Shipping –project was submitted to the 3rd Call of theSurface Transport Programme and will launchshortly after negotiations have been finalised.TARGETS aims to provide substantial improve-ments to ship energy efficiency by adopting aholistic approach to energy generation, trans-mission, consumption and operational manage-ment with focus on life-cycle issues. Use is madeof all contemporary developments at scientificand practical levels to enable technologies, toolsand strategies that could facilitate step changesin energy generation / utilisation onboard ships.For maximum benefit concerning impact onenergy efficiency and the environment (energyefficiency and environmental sustainability areinextricably linked) ocean-going cargo ships aresingled out, such ships undoubtedly being thelargest consumers of energy as these shipsconstitute the backbone of maritime transport(hence the effect from any improvements ofenergy efficiency will be large scale).Hydrodynamic aspects play an important role inenergy consumption of cargo vessels.The follo-wing Figure 1 indicates that almost 80% of allpractically available energy generated aboard anocean going cargo ship is applied to overcominghydrodynamic forces (and losses). This offers avast potential for improvements, especially ofship resistance and propulsive efficiency. Adopting a systematic methodology that inte-grates component-based knowledge of resis-

tance and propulsion at system-based level(shipboard systems / plant configuration) andthe development of a suitable simulation tool forthe prediction, evaluation and management ofenergy performance in ship design and opera-tion for varying operational profiles is a key aimof TARGETS.Whilst emphasis will be placed onimproving understanding of the hydrodynamicaspects of energy consumption, advanced orunconventional energy generation and manage-ment concepts will also be considered. Compre-hensive analyses of different operational profileswill reveal key design and operational parame-ters for optimum energy consumption during aship’s life cycle. Assembling leading European fluid dynamics andenergy specialists and major EU shipping opera-

tors covering a broad range of cargo transportoperations (containers, bulkers and tankers), theTARGETS project will deliver a systematicmethodology for a holistic energy performanceevaluation and prediction and a robust simula-tion tool, capable of facilitating life-cycle opti-mum energy consumption, coupled with allrequisite design information at ship and systemslevels, tools and operational guidelines; hencemake a significant contribution to the cost effec-tiveness of shipboard transportation but muchmore significantly to the reduction of green-house gas emissions.

The TARGETS project will disseminate itsfindings via a public web site at www.targets-project.eu

Fig.1: Details o f ship energy consumption

Fig.2: TA RGETS system approach to energy performance evaluation, simulation and optimisa-

Member of staff

Hamburg Ship Model Basin • Bramfelder Straße 164 • D-22305 Hamburg

Phone: +49 - 40 - 69 203 0 • Fax: +49 - 40 - 69 203 345 • Email: info@hsva.de • Web: www.hsva.de

ww

w.e

nvis

e.c

om

Dr. Katja Jacobsen joined HSVA in October2008 as project manager in the seakeepingand manoeuvring department. In particularshe accompanies and coordinates the activi-ties which are related to the new Side Wave

Generator during design phase, manufacturingand installation process as well as the start-upof operation. Besides she is also responsiblefor the performance of seakeeping tests. Hermain interest lies in the realisation of tailoredmodel tests for the offshore industry. She isalso in charge for the tests within the re-search project GOALDS.

Katja Jacobsen obtained her diploma inNaval Architecture and Offshore Engineeringat the Technical University of Berlin withdistinction in 1998. After that she started towork as research engineer at the OffshoreEngineering Department of TU Berlin. Shewas involved in research projects investiga-ting the seakeeping behaviour of offshorestructures in waves and in extreme seas, in

the development of a maritime pipe loadingsystem, installation of wind energy plants andthe development of the German EducationalNetwork in naval architecture and oceanengineering. Already during her studies shewas strongly interested in wave-structureinteractions with special emphasis on theanalysis of the hydrodynamic coupling ofmulti-body systems in waves. In 2005 sheobtained her doctoral degree and was awar-ded the Curt-Bartsch-Price.

As a counterpoint to her job she likes toplay the trombone with particular interestin classical music but also with loops topopular music.

From September 7th-10th the Shipbuilding,Machinery & Marine technology internationaltrade fair (SMM), the most important mari-time exhibition in Europe, takes place at theHamburg Congress Centre.

HSVA is looking forward to seeing youat our booth No. 260 in hall B4, topresent our actual research projectsas well as recent developments.

SMM 2010 Congress Center

Hamburg

� by Heinr ich Streckwall

R&D in the maritime sector will usually findfounding on a national basis or in the EU-framework. For project-proposals that areaddressing especially the real-time industrialapplication of research activities theMARTEC-network provides alternativeresources. MARTEC-proposals are evaluatedon an European scale but financed by nationalMinistries or institutions.

HSVA, MMG on the German side and CTO andSCANA on the Polish side suggested a com-bined investigation of the propeller perfor-mance scaling problem. The relevance of anappropriate scaling procedure is evident fromthe fact, that usually model scale tests serve todecide on propulsion concepts and to selectbetween alternative propeller designs. In thiscontext the evaluation of propeller open watertests plays a key-role, since it includes the esti-mation of the full scale propeller efficiency.

When the German/Polish suggestion –acronym ‘PREFUL’ - returned from theMARTEC-evaluators the significance of a ‘water-tight’ propeller scaling procedure applicable toany type of modern propellers was docu-mented by the high ranking ‘PREFUL’ achieved.The ‘PREFUL’ -project on propeller scalingstarted recently (1 July 2010). In the experi-mental part of ‘PREFUL’ a conventional, a highskew, a tip raked, a ducted and a poddedpropeller will be tested in the cavitationtunnels of HSVA and CTO to obtain thehighest possible Reynolds-Numbers. In thenumerical part these propellers will be ana-lyzed for model scale and full scale dimen-sions. The essence of the accumulated resultswill be used to update the standard propellerscaling procedures. The project will run for 2years. To disclose the results for the benefit ofthe European shipbuilding community aworkshop will be held at the end of theproject (i.e. in summer 2012).

New Project ‘PREFUL’ onPropeller Performance

Scaling just started at HSVA