and the passage of the bridges and yet one of the most challenging parts of the whole voyage is actually leaving the yard. “The river is very wide but at the same time the size of the lock is very limited so when the ship leaves the basin it effec- tively blocks the opening. And the flow of water passing through from the river creates very strange flow behaviour. We had to simulate this more thoroughly and it led to changes in the data model we used.”


Customer confidence Modelling the passage of larger ships is a matter of course prior to the yard being awarded the contract. “Often this process proves crucial in convincing new clients, they want to see


tests for seakeeping and manoeuvring tests in waves to optimise the vessel against possible speed loss in waves. Special tests for lifeboats have also been conducted and cavitation tests to optimise comfort on board.


Flooding and energy efficiency tests There are also several areas where Meyer Werft expects to see further develop- ment for the future of the industry including anything related to flooding. Here MARIN is playing an important role in the develop- ment of software to simulate the flooding process in waves, he says.


Another vital area is energy efficiency and here again Mr Luhmann would like to see


And although Meyer Werft has used MARIN’s basins for many years to test noise and vibration levels, “requirements are getting tougher and expectations getting higher”. The DWB is a big step in being able to achieve quieter ships, he says, but this is an area the industry needs to improve, he emphasises. “Cooperation is needed, we shouldn’t just focus on the hydrodynamics of the propeller if vibrations are unacceptable overall. We need a link between all of the different disciplines to improve safety efficiency and comfort.”


New challenges Manoeuvring continues to be an area of focus, particularly as the cruise industry expands its reach into smaller ports and more inaccessible areas.


Pilot training on the full-mission bridge simulator: Disney Fantasy passing the Ems railway bridge


the proof for themselves and we can provide this because of the good cooperation we have with MARIN.”


And certainly the input from the tests provides vital input. Recent simulations showed that the yard’s conventional method to fix tugs to the ship is not always sufficient so special systems are being developed. “This was a direct result of MARIN tests when our pilots found that if there is a blackout for instance, tugs need to be fixed in a different way.”


This continuous process of development and optimisation continues, particularly as vessels get more complex. Extensive tests and simulations are being carried out for cruise ship projects such as simulations to check the feasibility of the ship itself, full CFD calculations, model tests in calm water,


8 report


MARIN continuing its research. “There needs to be more research in optimising ships and hull forms for their entire lifetime, including their operating profiles in current, wind and waves. We have optimised hull forms for calm water conditions under laboratory conditions but as we know this is not what happens in real life.”


Beyond calm water tests This needs to be addressed to ensure the ship design is fit for purpose outside model test conditions, he stresses. “MARIN’s new Depressurised Wave Basin (DWB) is ideal for helping to predict a vessel’s performance in waves and to examine how even small modifications to the hull form can have quite an impact.” For instance, it is not just the form of the bulbous bow, everything has to be fine tuned to improve energy consumption, he stresses.


And as cruises are now year-round and in regions such as the Baltic in non-Mediterra- nean weather conditions, it could be that tailor-made vessels are built for specific markets. It is helpful to have studies to address the vessel’s performance in these areas, he stresses.


The crabbing performance of a vessel is another challenge the industry has to tackle. Many still underestimate the effect of wind on cruise liners entering ports, says Mr Luhmann. This is a safety and a business issue for cruise operators, he says. “Again, MARIN can help here!


Undoubtedly, MARIN and Meyer Werft will continue their fruitful relationship because as Mr Luhmann says: “There will always be new challenges at the front door!”


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