NEWSWAVETHE HAMBURG SHIP MODEL BAS IN NEWSLETTER 2003/1

FULL SCALE MEASUREMENTS

Together with the increase in ships speed and propeller loading, this leads to anincreased danger of cavitation on the propeller and more and more on the

appendages like rudders, pods, and struts.HSVA conducted several full scale observations on semi-balanced rudders,

revealing quite dramatical cavitation occurrences and cavitation induced erosiondamages (Fig. 1). Rudder cavitation erosion is of interest if it happens within the

Today, the shipping market shows a strong

industrial need for merchant ships of large size

with very high efficiency combined with low levels

of propeller induced noise and vibrations.

MODEL TESTS

Can model tests help in a very earlydesign stage? Yes they can, espe-

cially when they are performed in anadequate test facilty and with the spe-cific aim to predict that types of cavita-tion occurrences. Rudder cavitation isnot only influenced by the geometry ofthe rudder but also by the inflow to therudder and the propeller cavitation.Therefore tests in the three-dimensionalinflow, behind the whole ship modelwhich gives the full propeller hull inter-action are necessary to get a clear viewof the cavitation behaviour (Fig. 2).

If the danger of cavitation inducederosion is large for specific areas likethe pintle, additional tests in a smallertunnel with even higher Reynolds-numbers are recommended.

Fig. 2 Rudder Cavitation Test in HYKAT

EROSION PROBLEMS

ON FAST SHIPSby Jürgen Friesch and Jochen Laudan

range of rudder angles α =±5 deg.used for course-keeping. There are dif-ferent types of cavitation occurring onrudders, such as bubble, sole, gap, vortex cavitation and cavitation causedby surface irregularities. Main emphasismust be given to the area around thepintle. There the details of gap size andgeometry and additionally exact work-manship are important.

90Y E A R S

Fig. 1 Cavitation Induced Erosionon different Rudders

NEWSWAVE2 2003/1

One solutions to improve the cavi-tation behavior was to keep the cavita-tion, which cannot be avoided, awayfrom the rudder surface in order toavoid erosion damages at those parts,which are sensitive with respect tostrength. To achieve this, use was madeof wedge-shaped spoilers (Fig.3).Additionally the final rudder exhibitsthe following modifications (comparedto the original rudder):

❐ width of horizontal gaps and lowervertical gap reduced in order toobstruct flow through gaps;

❐ spoiler at the lower end of the uppervertical gap (upstream of mediumhorizontal gap);

❐ spoiler on the lower pintle, in orderto direct cloud cavitation away fromthe rudder surface;

❐ horizontal plate below the lowerhorizontal gap, extending down-stream of the lower vertical gap.

The modified rudders are in use on twoships now for half a year and diver reportsshowed large improvements concerningthe observed erosion damages.

NUMERICAL INVESTIGATIONS

Even before model tests CFD calcula-tions can be used to check the cavi-

tation behavior of different rudderdesigns. With simple potential theoreti-cal techniques, pressure distributionscan be determined for the rudder pro-files. Fig. 4 shows the pressure distribu-tions for two different profile geometries.The shown thickening – which is oftenused because of strength considerations –

Fig. 3 Partial Rudders in the Test Section of HSVAs Large Cavitation Tunnel

I N F L O W

Fig. 5

Fig. 4

Fig. 6

For the case mentioned above,therefore a partial large rudder modelwas tested in HSVAs Large Cavitationtunnel. The tests could prove that thereare mainly two critical areas, wherecavitation occurs, the gaps between themoveable part and the fixed part andthe areas downstream of the maximumthickness of the rudder sections.Partially, complicated interactionsbetween the flow through the gaps andthe cavitation phenomena wereobserved.

3NEWSWAVE2003/1

Fig. 7

leads to significant low pressure dropsin the region of the pintle bearing. Andthis is just the most critical area of therudder as shown above (Fig. 3). Addi-tionally three-dimensional viscous flowcalculations revealed a rather compli-cated flow behavior in this region (Fig. 5).The water is sucked in, comparable tothe behavior of a scoop, into the gapbetween rudder horn and rudder blade.By a change of the geometry in front ofthe gap, the quantity of water passingthrough the gap could be reduced (Fig. 6),resulting in an improved pressure distri-bution and therefore less cavitationdanger (Fig.7).

The partners are now in a position to offer combined simulation projects based on

model tests and CFD together with realtime simulation and training. Thiskeeps costs down for tailor-mademathematical models and at the sametime allows for extraordinary condi-

HSVA AND SUSAN COOPERATINGby Dietrich Wittekind

tions e.g. asymmetric ships or channelbottom profiles.

SUSAN is a real-time “full mission”simulator, operated by the HamburgUniversity of Applied Sciences and oneof the most modern and effective facili-ties of its kind in the world. The simula-tor was installed in 1982 and com-pletely renovated between 1997 and

1999. The constant updating of hard-ware and software means clients’ needscan always be catered for.

The main features include the basicsimulator (STN-Atlas ANS 4000),advanced navigating components, ahydraulic motion bridge, 360° visualscenery, a radar simulator, a VTS simu-lator and several control and monitor-ing consoles. With the aid of availablesoftware tools, the system’s extensivedatabase can be updated and changedwithout external assistance and henceimmediately meet clients' demands.

The simulation software allows 4 different simulations to run parallel,thereby gaining maximum efficiencyfrom the whole facility by allowing for awide range of scenarios from multi-shipsimulation to Vessel Traffic Service andSearch and Rescue Operations.

For more information seehttp://issus.susan.fh-hamburg.de or contact Wittekind@hsva.de or froese@issus.susan.fh-hamburg.de

Increasing needs for complex solution from single sources lead

to a co-operation between HSVA and SUSAN (Schiffsführungs-

und Simulationsanlage = Ship Handling and Simulation Facility).

NEWSWAVE4 2003/1

In the spring of 2001 HSVA was con-tacted by EB regarding the perfor-mance of scale model tests for this newRDP drive. Testing was performed inconjunction with Deltamarin of Helsinki,Finland as a consultant, and the hydro-dynamic agent for EB was the AppliedResearch Lab of Pennsylvania StateUniversity.

The test scope included open water,propulsion, cavitation breakdown andhull pressure fluctuation testing for thepurpose of hydrodynamic design verifi-cation for the RDP. Procedures for therequired tests were developed in closecooperation with the customer.

The design and manufacture of theRDP model (Fig. 2) was certainly a chal-lenge due to the unique design of thedrive. The standard test equipment andprocedures available could not bedirectly employed. This meant that anew propulsion test method and in par-ticular a reliable test evaluation proce-dure had to be developed (Fig. 3 - 5).

Scale model testing has playedan important role in the hydro-dynamic development of pod

drives from the very beginning. In theprocess, model test and evaluationprocedures for pod drives have beendeveloped and refined to the pointwhere standard procedures are avail-able for all pod types on the markettoday. The suitability of the methods isbeing confirmed by full scale perfor-mance data currently being acquiredand analyzed.

Now a new type of drive called theRim-Driven Permanent Magnet MotorPropulsor Pod (RDP) was developed byGeneral Dynamics Electric Boat (EB) ofGroton, CT, USA, (numerous patentsand patents pending). This drive ismore compact, and has several fea-tures that differ significantly from otherpods available today. The motor of con-ventional drives is encased within apod (hence the name) on the sameshaft as the propeller(s). The conceptof the RDP is completely different: Itbasically consists of a propeller rotat-ing within a nozzle which has an inte-grated downstream stator. The rotorshaft and bearing system is supportedin the stator hub. The electric motorrotor is integrated onto the hydrody-namic rotor rim and the entire motor isembedded in the nozzle (thus the name‘Rim Drive’). The nozzle is attached viastruts to the slewing bearing in the hull(Fig.1).

FURTHER DEVELOPMENTS

IN POD PROPULSIONby John Richards

Pod propulsion has received much attention

in technical publications in the last few years.

Numerous pod propelled ships are now in service,

and further vessels are under construction.

The model of a Panamax cruise ves-sel was used as a platform for thepropulsion testing. In these tests themodel was outfitted with a RDP on theport side and a conventional pod on thestarboard side. In general the test andevaluation techniques developed herecan be applied whenever a direct com-

Fig. 1 Rim-Driven Permanent Magnet Motor Propulsor Pod (RDP)

Fig. 2 Scale model RDP

5NEWSWAVE2003/1

parison of two different propulsor typeson the same hull model is desired.

All phases of the project were car-ried out in close cooperation with thecustomer and the excellent communica-tion was the key to making the project asuccess. The results confirmed that theRDP design goals were met or exceed-ed in all areas. Several aspects of theproject have been presented, in bothtechnical papers and presentations, atthe SNAME annual meeting in Boston,MA, USA in September, 2002:

References:1. Scale Model Testing of a Commercial

Rim-Driven Propulsor Pod,Michelle Lea, Dr. Donald Thompson,Bill Van Blarcom, Jon Eaton, Jürgen Friesch and John Richards

2. The Commercial Rim-Driven PermanentMagnet Motor Propulsor Pod,Bill Van Blarcom, Juha Hanhinenand Friedrich Mewis

Fig. 3Open water test setup

Fig. 4Self-propulsiontest setup

Fig. 5 Cavitation test setup

NEWSWAVE6 2003/1

Beside the usual optimizationof the hull lines, the powersaving effect of a so called

Sumitomo Integrated Lammeren Duct(SILD) is under special consideration.The SILD is a circular flow acceleratingduct as shown in Fig. 1. Its diameter isabout 70% of the propeller diameterand it is mounted non-centric in frontof the propeller. Comparative propul-sion tests carried out in the towing tank

showed power savings due to the ductbetween 5.6% and 9.1% dependingon draught and ship speed.

The reliability of those comparativemodel tests, however, suffers from thesmall Reynolds number, which resultsin an exaggeration of viscosity effects,

INVESTIGATION OF A

SUMITOMO INTEGRATED LAMMEREN DUCTby Christian Johannsen

especially around the duct. To getdeeper insight in the hydrodynamicworking mechanism of the duct,Sumitomo decided to order compara-tive propulsion tests with and withoutduct at different Reynolds numbers.These tests will be carried out in HYKAT,HSVA's large Hydrodynamics andCavitation Tunnel using a special testprocedure, developed some years agofor the investigation of a so calledSchneekluth duct within the EuropeanE3 tanker development.

Basically the installation is the sameas for cavitation tests routinely carriedout with the complete ship model inHYKAT. The model is installed in amodel trunk above the test section in away that only its underwater bodypenetrates into the test section. Thefree surface is replaced by woodenplates suppressing the wave system andthis way allowing the violation ofFroudes scaling law, i.e. allowing the per-formance of the test at high tunnelwater speeds, resulting in high Reynoldsnumbers.

Fig. 2 gives a schematic view of thespecial test set-up for comparative

propulsion tests. The ship model is sep-arated by a bulkhead. While its fore-body is fixed in the tunnel by a very stiffsupporting frame, the afterbody is heldby leafsprings, allowing good flexibilityin the ships longitudinal direction. Theaxial movement is avoided by a forcemeasuring unit only, which is locatedbetween two abutments attached tothe supporting frame and to the after-body respectively. Of course it is im-possible to gain a complete propulsionprediction from those model tests with-out a free surface. The wave resistanceis falsified by the wave suppressingplates and the frictional resistance isfalsified by the increased but still toosmall Reynolds number. Nevertheless,the big advantage of this test procedureis that the difference in the propulsionbehavior due to the installation of the SILD(or whatever device is in the focus) canbe determined at much higher Reynoldsnumber than in the towing tank.

Sumitomo Heavy Industries hasrealized within their project that thesetests are a very reasonable addition tothe conventional towing tank propulsiontests.

On behalf of Sumitomo Heavy Industries, Japan,

extensive model tests are in progress at HSVA

for a PanMax Tanker.

Fig. 2

Fig. 1 SILD-Arrangement

77NEWSWAVE2003/1

SDC offers the whole range of hydrostatic calculationsaccording to all relevant damage and intact stability regula-tions and ship design from the first concepts to completebasic design for a wide variety of ship types. SDC serves ship-yards, other consultancies as well as ship owners.

In design SDC integrates all aspects as machinery, outfit,stability etc. from the very first concept to the full set of clas-sification drawings with a small group of specialists.

In many projects HSVA’s and SDC’s specialists co-operateclosely resulting in optimised vessels with highly competitivelife cycle costs and a large degree of operation flexibility.

For further information see www.shipdesign.de or contact Jensen@shipdesign.de and Wittekind@hsva.de

SDC SUBSIDIARY OF HSVA

Dr. Harald Jensen, managing director of SDC andDr. Dietrich Wittekind, managing director of HSVAwith the second out of a series of three very successful 700 TEU container ships currently in service between Hamburg and Canary Islands.

SDC’s 700 TEU type in HSVA’s Large Towing Tank

HSVA has acquired the majority of SDC

Ship Design & Consult GmbH. The company

headed by managing director Dr.-Ing. Harald Jensen

is located on HSVA’s premises.

Both carriages together make it now possible to runoffshore structures or floating vessels in a combinedand computer-controlled x-y-motion (planar motion)

through the ice sheet. The new device gives HSVA the oppor-tunity to simulate, for instance, ice drift scenarios with slow orrapid ice drift direction changes, whereby the model ice sheetis kept stationary.

The new transverse carriage has a maximum static loadcapacity of 5000N in any horizontal direction and a loadcapacity of nearly 10000N in vertical direction. The horizon-tal load can be applied on a vertical lever of up to 1.2mlength. A maximum driving force of about 3000N is appliedto the transverse carriage for speeds from 0.002m/s to 0.5m/s.

EXTENDED TEST

CAPABILITIES IN THE

ICE TANKby Walter Kühnlein

A new transverse carriage

was installed as a subcarriage to the

main ice tank carriage (10m wide).

NEWSWAVE8 2003/1

At present there are three major development pro-jects in the north-eastern sector of the Sakhalinshelf. One of these is the Sakhalin–2 project cover-

ing the Lunskoye deposit (gas and condensate) and thePiltun-Astokhskoye deposit (oil and associated gas), shown inFig.1. The concession of the Sakhalin-2 oil and gas fields isheld by Sakhalin Energy Investment Company Ltd (SEIC).SEIC is an international consortium established in 1994. Theinterests of SEIC are presently held by Royal Dutch/Shell(55%), Mitsui (25%) and Mitsubishi (20%).

Targeting a year-round oil production from the Astokhportion of the Piltun-Astokhskoye field in 2005, SEIC plans totransport the crude oil via pipeline to the south of Sakhalin,where the oil will be loaded into conventional general tradingtankers for the transport to the final destination. For this pur-pose, SEIC intends to deploy a Tanker Loading Unit (TLU) inAniva Bay about 5 km offshore, in a water depth of about 28m. The planned TLU will be a single column tower designwith a rotating head and loading arm. For the loading processthe tanker will be moored at the TLU by a hawser and loadedvia a loading hose being suspended from the loading arm.

Aniva Bay is ice-covered for a two to three month periodeach winter i.e., the TLU and the moored tanker will beexposed to drifting ice. Thin sea ice grows in Aniva Bay, whilemedium and thick sea ice occasionally drifts into the bay fromthe south-east side of Sakhalin Island under the influence ofwinds and currents. It is planned that icebreakers will beemployed for ice management duties during the time in whichthe tanker is connected to the TLU.

In order to investigate for which ice condition the loadingoperation can be safely performed, a comprehensive icemodel test programme was carried out at HSVA’s ice modelbasin on behalf of SEIC.

The main objective of these tests was to determine hawserloads and vessel motions on a 110,000 dwt tanker moored tothe TLU in a variety of moving pack ice conditions. Particular

MODEL TESTS IN ICE FOR A TANKER LOADING UNITby Jens-Holger Hellmann

Fig. 1 Sakhalin – 2 ProjectGas and oil fields, pipelines and terminals

Immense recoverable oil and gas reserves

have been assessed in the geological

province 1322 North Sakhalin Basin.

The oil and gas deposits are situated

onshore and offshore of Sakhalin Island in

the southern part of the Sea of Okhotsk.

drift changes in level unbroken icearound the TLU and tanker were not thesubject of the present investigation, it isclear that the SWL of the hawser will beexceeded in these scenarios. On theother hand, there is practically no riskof overloading the hawser, when slow orrapid ice drift direction changes areexperienced in well-broken ice that hasbeen sufficiently managed, particularlywith ice clearance assistance from asupport icebreaker(s).

9NEWSWAVE2003/1

interest was focussed on the behaviourof the loading system in the case of icedrift direction changes. Hawser loads,tanker motions, as well as hose andhawser behaviour were investigated fordifferent ice drift, thickness and icemanagement scenarios.

The behaviour of the tanker loadingsystem was investigated in ice varyingfrom 0.4m to 1.0m in thickness. Ridgeswith very thin consolidated layers andkeel depths of 4m and 8m were alsomodelled.

Three different ice drift situationswere simulated as part of the modeltest series. They included:

❐ Unidirectional ice drift cases, representing “straight line” icemovement trajectories,

❐ Slow change of drift direction cases,representing different curvatures inthe ice movement trajectory

❐ Rapid change of direction cases,representing stationary ice thatbegins to move at various direc-tions relative to the tanker

Various combinations of the foregoingice thickness, ice drift and ice manage-ment parameters were included in themodel test matrix in order to span awide range of possible ice scenarios.

According to common model testpractice the ice drift was simulated inthe model basin by moving the TLU andtanker through the stationary ice cover.Thus, for modelling slow ice drift thetowing carriage in the ice basin was sup-plemented by a sub-carriage for thetransverse motion (for details pleaseread the separate article in the presentNews Wave issue), from which the TLUmodel was suspended (see Fig. 2). Inorder to realistically model the hawseri.e., with respect to mass distributionand stiffness, a composite model hawserwas prepared. An existing tanker model(lent by the Chinese ShipbuildingCorporation (CSBC)) was used for thetests.

The horizontal motions of the tankerand the TLU loading arm were recordedon a video system and subsequentlyanalysed using a video tracking pro-gram (see Fig. 3).

The tests have shown that for icebelow a certain thickness, the probabil-ity of peak load levels exceeding thesafe working load of the proposedhawser is extremely low. Thus, for icebelow this thickness, the tanker loadingprocess is viewed as feasible, providedthat the oncoming ice is broken up intofairly small floe fragments by an ice-breaking support vessel (see Fig. 4).

In an ideal sense, the proposedtanker mooring arrangement at the TLUwould be capable of handling unman-aged level ice of this thickness, in unidi-rectional ice drift situations. However, inreality, there will always be small ridgesin unbroken level ice. These featurescould result in hawser load levels far inexcess of acceptable limits, and could“come on” very quickly. Although ice

Fig. 4 Straight ice drift – managed ice

Fig. 3 Slow drift direction change – managed ice

Fig. 2 Straight ice drift – level ice

NEWSWAVE10 2003/1

The German Lloyd for example,defined an added notation tothe character of classification.

This technical redundancy is defined inthree levels. For the first level (RP1) theship requires redundancy for the shippropulsion system, and for the RP2level additional redundancy for thesteering of the ship is necessary.

The highest level in safety is the RP3 notation which requires redundantsystems for ship propulsion and forsteering. Each redundant system mustbe separated mechanically and electri-cally and installed in separate compart-ments and have to be independentfrom each other.

An additional index, e.g. 50%denotes which percentage of the mainpropulsion power of the ship is providedby redundant propulsion. The vessel

REDUNDANT PROPULSIONby Karl-Heinz Rupp

with RP must be able to sail at least 7 knots under headwind Bft 5 conditionswith a significant wave height of 2.8m.At Bft 8 with 5.4m height significantwaves the vessel must be able tomanoeuvre into a position of less resis-tance against the weather and mustmaintain this position with the redun-dant systems.

HSVA was asked to develop the linesand to carry out model tests for a RP350% vessel from the German shipyardLindenau GmbH Schiffswerft & Maschinen-fabrik. The shipyard evaluated thedeveloped lines in a global design con-text (production, economics).

In order to fulfill the demand of RP350%, a full aftbody with two enginesrelatively far aft motivated a twin-skegdesign, Fig.1. The skegs were devel-oped to accommodate the completely

separated engine rooms. Generally,twin-skeg ships feature higher resistancedue to the larger wetted surface. Thiscan be compensated in good designsby an increased propulsive efficiency.

The ship hull designs were firstinvestigated and improved using exten-sive CFD analyses, before model tests inHSVA's large towing tank and ice tankcommenced (see News Wave 2002/2“Hull Form Optimization”).

Fig.1 shows the aft body of this hulldevelopment in model scale and Fig. 2in full scale.

The tests in calm open watershowed that the developed hull shapehas the lowest power consumption incomparison to similar twin and singlescrew vessels investigated at HSVA (Fig. 3). Furthermore, good water flowon the hull between the skegs and a rel-atively homogeneous wake field leadsto an extraordinary silent vessel.Redundancy propulsion tests in seawayshowed that the model was able to fulfil the RP 50% requirements of the classification society GermanischerLloyd, and shows a pleasant behavior inseaway. Furthermore, the manoeuvringperformance was good. SCOT 8000more than fulfils IMO recommendationsregarding yaw checking and coursekeeping ability.

The trial of the first of 6 vessels con-firms the above statements.

The SCOT 8000 project is an examplewhere HSVA has supported the yard andthe shipping company with design ser-vices and a comprehensive model testprogram to develop an excellent vessel.

Fig.1 Stern of the wooden model

Fig. 3 Comparison ofSCOT 8000 with single screw vessels of identical displacement

Fig. 2 SCOT 8000 “Wappen von Hamburg” ready for service (SCOT Safety Chemical Oil Tanker, 8000 DWT)

Ph

oto

: W

app

en

Re

ed

ere

i, H

amb

urg

One part of improving the safety

of ships is to improve technical redundancy.

form. This was mainly gained by theoptimised bow and stern bulbs.

The model test program includedresistance and self-propulsion tests attwo draughts, a 3-dimensional wakesurvey, a paint flow test as well as trawlpull tests at four speeds including V S = 0 kts (bollard pull condition).

11NEWSWAVE2003/1

During the fishing period thefishermen leave the harbourearly in the morning and sail

to the fishing grounds. Upon arrival, theshoals of fish are sought using modernsonar equipment. When a shoal of morethan about 200 t of fish is found, thepurse net is brought out with the assis-tance of a small tender. Closing thepurse traps the fish and the anchoviesare taken onboard. After filling theholds with fish a fast journey back tothe coast is essential to achieve a highprice for the first and freshest fish onthe market.

Following this operation profile it isclear that the new fishing vessel shouldbe optimised for a high speed at bothempty and full load draughts. This opti-misation was performed prior to modeltests using HSVA’s potential flow CFD-code ν-SHALLO. Furthermore, the oldrudder design was replaced by a mod-ern one featuring a HSVA high lift profilein order to assure good manoeuvringcapabilities during trawling.

The results of the CFD-calculationsindicated a reduction of the resistanceby abt. 5% in relation to the initial hull

GOING FISHINGby Hilmar Klug

General arrangement

Pressure distribution on optimised hull surface (T = 2.8 m; VS = 14 kts; Fn = 0.38)

Sailing to the fishing grounds (Tm = 2.8 m; VS = 14 kts; Fn = 0.38)

Predecessor Olga

HSVA was contracted by

Diamante Fishing Company, a Peruvian operator

of 18 fishing vessels, to optimise the hull lines

design for a new 450 m3 fishing vessel for fishing

anchovy in the Pacific Ocean.

Based on the test results further butminor modifications of the hull formwere proposed.

The test results are very satisfyingand it is likely that the new vessels willbe the fastest in the fleet of DiamanteFishing once they enter service.

note

sMEMBER OF STAFF

KAY-ENNO BRINK

THE HAMBURG SHIP MODEL BASIN ❙ Bramfelder Straße 164 ❙ D-22305 Hamburg

Phone + 49 – 40 – 69 203 – 0 ❙ Fax + 49 – 40 – 69 203 345 ❙ E-mail info@hsva.de ❙ Internet http://www.hsva.de

Dipl.-Ing. Kay-Enno Brink hasrecently been awarded as DeputyHead of the Seakeeping andManoeuvring, Ice & EnvironmentalTechnology Department.

Kay-Enno Brink received hisdiploma in Naval Architecture in1997 from the Hamburg Universityof Technology (TUHH). From 1997until 1999 he worked as a projectengineer at a German boat yard.

In 1999 he joined HSVA as aproject manager within theSeakeeping and ManoeuvringDepartment. Until 2001 he workedvery closely with Dr. Blume, a worldwide recognized authority in thefield of seakeeping related topicsand safety of vessels in seas.

Since 2001 Kay-Enno Brink isresponsible for the performance ofseakeeping model tests and relatedcalculations and also for the conception and realisation of spe-cial custom-built model tests.Furthermore he is also active in thefield of sea trial measurements andanalysis.

Kay-Enno Brink has publishedseveral articles, among others,about safety of vessels and innova-tive model testing. In his spare timehe is active as a measurer of sailingyachts. He also gives lectures atthe Hamburg University of Tech-nology about this topic and enjoysdinghy sailing.

HSVA will be carrying out another

S E M I N A R F O R

S H I P O W N E R S A N D O P E R AT O R S

on May 8, 2003

This seminar will be focussed on economic shipoperations from the technical point of view, and willinclude numerous aspects such as propellers andcavitation performance, sea keeping behaviour,manoeuvring and performance in ice.

T E C H N I C A L P R E S E N T A T I O N S :

D. Wittekind, Managing Director, HSVA, Hamburg

F. Mewis, HSVA, Hamburg

G. Hilbert, M. Urban, MecklenburgerMetallguss GmbH, Waren

J. Friesch, HSVA, Hamburg

K. E. Brink, HSVA, Hamburg

A. Cura-Hochbaum, M. Vogt, HSVA, Hamburg

W. Kühnlein, J.-H. Hellmann, HSVA, Hamburg

For further information please contact mewis@hsva.de

AN

NO

UN

CE

ME

NT

“The Role of the Model Basin as an Adviser to the Ship Owner”

“New Developments in Lines Design and Power Optimisation”

“The Optimum Propeller for Ship and Owner“

“Cavitation Investigations for Propellersand Rudders – How to detect and cure

cavitation related problems - ”

“Ship Propulsion under Service Conditions”

“Maneuverability Predictions”

“Economic Solutions for Ice relatedTransportation Problems”