Title:	AI Ship Modelling Approach for Multidimensional Design
Term:	2025 – 2028
Project Manager:	Daniel Akinmulewo
Funding:	Federal Ministry for Economic Affairs and Energy
Projektträger:	EuroNorm GmbH
Reg.-Nr.:	49MF250089

In this context, retrofitting has become an important market area to reduce hydrodynamic resistance and fuel consumption for existing fleets. Vessel shape optimization not only helps with regulatory compliance, but also contributes to operational cost savings and a reduction in environmental impact.

Traditionally, the development of hull design is highly dependent on the designer’s experience, making the process dependent on his skills, difficult to standardize and limiting the systematic search for optimal design solutions.

In modern ship design, parametrically based CFD optimization methods are considered state of the art. However, they have inherent limitations. Performing high-fidelity CFD simulations for each design iteration is computationally intensive and impractical, especially in complex design spaces using the Design of Experiments (DOE) approach. Recent developments in commercial CAE programs, enable fully parameter-driven, systematic and automated workflows for ship design. These tools allow designers to explore a wider range of design configurations while reducing manual effort. However, significant challenges remain, based on the need for the optimization algorithm to explore the entire parameter space. This is accompanied by the calculation of many non-practicable designs. Identifying these designs in the optimization process is a key issue. Without a structured approach to eliminate impractical or unusable designs early on, computational resources are wasted evaluating unfeasible configurations, reducing the overall efficiency of optimization.

The ShipNET project aims to overcome these limitations by developing an AI-driven, object-oriented, and modular workflow for ship design, in which adaptive AI agents act as collaborative co-pilots throughout the optimization process. These agents autonomously generate and refine hull variants, assess feasibility, predict hydrodynamic performance, and ensure compliance with physical and regulatory constraints. The objective is to create an intelligent, self-adaptive design pipeline that accelerates exploration, reduces manual intervention, and enables efficient navigation of complex design spaces.

As part of the preliminary study and development phase, two AI agents are to be developed:

• Reinforcement learning agent for automated and autonomous generation of design variants, enabling the agent to steer design exploration toward feasible, high-performing regions of the design space while avoiding non-viable configurations.
• AI-surrogate prediction agent for rapid evaluation of design variants, providing fast performance predictions to replace expensive CFD simulations within the design loop.

The post ShipNET – AI Ship Modelling Approach for Multidimensional Design
2024 – 2028
first appeared on SVA.

Title:	AkuZy – Hydroacoustics of Cycloidal Propellers
Term:	2025 – 2028
Project manager:	Heike Richter
Funding:	Bundesministerium für Wirtschaft und Energie
Project administration:	EuroNorm GmbH
Reg.-Nr.:	49MF250044

The globalization of trade has led to an exponential increase in maritime traffic density on the seas. As a result, a significant rise in ocean noise levels has been observed in recent years. The use of cycloidal propellers appears promising in terms of noise reduction. In particular, the wide range of cycloidal propeller variants (VSP, ABB Dynafin), each with specific advantages and disadvantages, offers potential improvements both in terms of acoustic performance and efficiency for heavily loaded systems and propulsion conditions. To enable reliable predictions, cavitation noise must be systematically investigated across different propeller types.

The aim of the research project is twofold: to optimize the hydroacoustic characteristics of cycloidal propellers and to improve their efficiency through a tailored strategy combining numerical simulations and model testing.

To this end, the existing measurement and drive technology must be optimized with respect to accuracy and noise reduction. The expected outcome are improved performance and acoustic predictions with greater reliability. Furthermore, systematic CFD studies will be used to develop optimized kinematics in combination with advanced blade geometries, leading to reduced acoustic emissions while simultaneously enhancing the hydrodynamic efficiency of the system. The CFD results will be validated in the cavitation tunnel and towing tank through model tests (open water tests, cavitation and acoustic measurements) for two reference vessels, and subsequently compared with full-scale measurements.

The newly designed cycloidal propulsion system aims, on the one hand, to significantly improve the accessibility and adaptability of the complex mechanical components required to control the kinematics of the individual blades. On the other hand, the redesign focuses on fundamentally improving the acoustic signature of the mechanical system. In addition, the new propulsion unit will be designed to allow full flooding of the drive for use in towing tank experiments — a feature not possible with the current system.

The post AkuZy – Hydroacoustics of Cycloidal Propellers
2025 – 2028
first appeared on SVA.

Title:	ESDP@ODC – Energy Saving Devices and Propeller at Off Design Conditions
Term:	2025 – 2028
Project manager:	Pascal Anschau
Funding:	Bundesministerium für Wirtschaft und Energie
Project administration	Projektträger Jülich GmbH
Reg.-No.:	03SX641A

Efforts to achieve material-efficient designs of such ESDs are often counteracted by the safety requirements imposed by classification societies. Compliance is usually demonstrated through numerical simulations employing simplified methods and load assumptions. Actual operational loads are generally not taken into account due to the considerable computational effort and/or the complexity of the required experiments and measurement techniques. For ESDs and propellers, real operating conditions — including crash stops and extreme sea states — represent the most severe loads, yet the forces involved are not sufficiently well known. Consequently, conservatively high safety factors are applied during the design process, leading to unnecessary material and energy consumption and, in some cases, rendering hydrodynamically optimized designs unfeasible. This design stage thus suffers from a lack of detailed knowledge regarding in-service loads, as full-scale measurements remain difficult to implement. Model tests are typically performed only for design conditions, and the unsteady numerical simulation of these loads has not yet become an industry-standard practice.

Off-design conditions such as wave excitation also offer the potential to improve a ship’s energy balance by harnessing wave-induced motions to generate additional thrust through appropriately designed fin systems. A fin system that is simple and cost-effective to retrofit is probably an effective measure for reducing greenhouse gas emissions from ships. However, a validated and generic design methodology for such fin systems is currently lacking. Numerical modeling remains challenging, and experimental verification of the achieved performance gains is, to date, only partially satisfactory.

The project therefore aims to develop advanced measurement techniques for both model- and full-scale testing in order to generate robust data for more efficient propeller and ESD designs. Based on the measurement data, an experimentally validated numerical methodology for the design of a bow-fin system will be developed.

The post ESDP@ODC – Energy Saving Devices and Propeller at Off Design Conditions
2025 – 2028
first appeared on SVA.

Title:	Acoustic prognoses for route and operating profile optimization
Term:	2025 – 2027
Project manager:	Rhena Klose
Funding:	Bundesministerium für Wirtschaft und Klimaschutz
Project administration:	EuroNorm GmbH
Reg.-No.:	49VF240046

As part of the preliminary research, the project aims to provide a concept and the tools by which an acoustic route and operating profile optimization for ships can be implemented. The aim is to dynamically determine the individual noise output put of a ship in order to enable noise reduction through active route or driving profile adjustments right during operation. In addition to the goal of noise reduction, economic aspects such as fuel consumption and operating costs must also be considered, taking into account travel times and current environmental conditions.

By achieving this goal, the anthropogenic impact on marine life due to noise emissions from commercial shipping can be minimized by changing sailing behaviour and the protection of marine life can be ensured. The AkuOpt project lays the foundation for this and serves to demonstrate practical measures for noise reduction in ship operations. These noise-reducing operational measures are to be identified through targeted research in the field of structure-borne and water-borne noise as well as the analysis of environmental conditions and operating profiles.

The noise emissions caused by ships are to be determined and specific recommendations made for noise-reducing measures during operation, such as changing the operating point or taking alternative routes. This includes the development of an algorithm for an acoustic prognosis tool for ships, which provides information on whether protected areas may be passed through depending on the local conditions or how much the speed must be reduced in order not to exceed certain noise levels.

In order to be able to calculate alternative operating conditions or routes, the noise emissions of a ship under certain environmental influences must be known. This requires the determination of the currently emitted sound levels in near real time. This can be done, for example, with sound monitoring systems already available on board or with an acoustic forecasting tool that calculates the current sound emission based on a small amount of input data. Both approaches are to be investigated in the research project.

The post AKUOPT – Acoustic prognoses for route and operating profile optimization
2025 – 2027 first appeared on SVA.

Title:	WIND – Development of test methods for wind-assisted seagoing vessels
Term:	2024 – 2026
Project manager:	Martin Börner
Funding:	Bundesministerium für Wirtschaft und Klimaschutz
Project administration:	EuroNorm GmbH
Reg.-No.:	49MF240089

Since wind is a boundary condition that cannot be influenced and depends heavily on, for example, the time of year and the operating area, it can be useful to specify power prognoses in a polar diagram based on variable wind vectors. Such a prognosis diagram enables the identification of efficient and avoidable operating conditions for the wind propulsors. Unfavorable wind conditions can lead to significant drift angles, which in turn can result in significantly increased hull resistance and additional steering resistance. Furthermore, efficiency losses on the propeller due to oblique flow must be expected.

The creation of a performance prediction for seagoing vessels with the integration of wind propulsors is therefore based on the determination and consideration of all relevant variables that are a direct consequence of wind propulsors. In order to scale these variables as correctly as possible, test and evaluation procedures must be developed. The procedures provided by the ITTC for the preparation of speed and power prognoses are based on idealized conditions and assumptions such as no drift, smooth and deep water conditions. There are currently no ITTC-validated prognosis procedures that take into account the use of wind propulsors under normal propulsion conditions.

Within the scope of this research topic, two methods for conducting and scaling experiments are to be investigated. On the one hand, the free-moving model is to be investigated taking into account defined wind vectors. For this purpose, the model will be equipped with a wind propeller as a replacement system for the wind actuator and a second wind propeller for the friction deduction force to be applied. The model test thus simulates a model of reality that is as physically fully scaled as possible. A second method examines the tethered model. This method is based on the load variation method, whereby the wind force and the friction penalty are part of the measured residual drag force as a function of a defined drift angle.

The post WIND – Development of test methods for wind-assisted seagoing vessels
2024 – 2026
first appeared on SVA.

Title:	A-SWARM II – Autonomous electric Shipping on Waterways in Retropolitan Region
Term:	2024 – 2027
Project manager:	Kay Domke
Funding:	Bundesministerium für Wirtschaft und Klimaschutz
Project administration:	Projektträger Jülich
Reg.-No.:	03SX593A

Particular attention will be paid to the optimization and expansion of the individual demonstrators, and the coupling system will also be investigated for the first time.

A central element of the project is the development and testing of technologies for fully autonomous operation, including:

• Autonomous navigation under difficult conditions, such as uncertain weather,
• Safe passage of bridges and locks in swarm operation,
• Consideration of variable load conditions and their effects on manoeuverability,
• Goods handling with automated demonstrators to enable unmanned operation.

The vehicles are to be optimized so that they operate in an energy-efficient manner, among other things by precisely calculating steering forces in advance. At the same time, the vehicles from the “DigitalSOW” project will also be coupled and the entire coupling system will be tested as a complete system for the first time. Challenges such as data transmission between the vehicles and the synchronization of control systems are also being addressed.

In the long term, the project will help to integrate waterways more closely into transport networks – especially for city logistics. The congestion on roads and railways makes it urgently necessary to shift freight traffic to alternative transport routes. Swarm technology with electric drives offers a forward-looking solution for this, as classic inland waterway vessels are not suitable for modern logistics tasks such as general cargo transportation or recycling management, particularly in metropolitan regions, due to their size and inflexibility.

Through these further developments, the project is making a key contribution to the sustainable transformation of goods logistics on water.

The post A-SWARM II – Autonomous electric Shipping on Waterways in Metropolitan Regions
2024 – 2027
first appeared on SVA.

At the cavitation tunnel, the participants gained their first insights into propeller cavitation. They could discover why seemingly harmless bubbles can be damaging, and why the term “ship propeller” is more appropriate than simply saying “ship screw.”

We really enjoyed the day and hope the girls and boys had just as much fun!

The post Exciting Hours at the Future Day and Girls’Day 2025 first appeared on SVA.

Title:	KonRo – Design and Optimization Tool for a CRP Propulsion Concept
Term:	2024 – 2026
Project manager:	Katrin Hellwig-Rieck
Funding:	Bundesministerium für Wirtschaft und Klimaschutz
Project administration:	EuroNorm GmbH
Reg.-No.:	49MF23104

Not only the energy savings but also improved maneuverability and, depending on the propulsion concept, a potential increase in safety compared to single propellers — due to the redundancy provided in case of a propeller failure — make the CRP an attractive option for main propulsion systems. The arrangement of the TWIN-CRP at the aft ship is identical to that of a single propeller. The application of CRP systems is primarily seen in specialized vessels, such as fishing vessels, research ships, and supply vessels.

Through its R&D project, the SVA aims to develop a reliable approach for the design and optimization of contra-rotating propellers with a dual-shaft system and minimal spacing between the two propellers. Based on CFD simulations, which will be validated through laboratory experiments during the project, the accuracy of performance predictions for ships equipped with the above-described CRP propulsion system is to be improved. To achieve this, the accuracy of numerical methods must be further improved for both design and off-design conditions. In the past, significant deviations were observed between measured and calculated open-water coefficients, particularly under high propeller loads and extremely small distances between the blades of the forward and aft propellers.

Since TWIN-CRP systems are still relatively new to the market, data collection and the associated insights into the behavior of TWIN-CRP systems under both design and off-design conditions are crucial. This will help evaluate the advantages and disadvantages of TWIN-CRP compared to a single propeller in ship operation. Initial studies on the behavior of a ship equipped with TWIN-CRP systems and independently controllable propellers during acceleration, braking, and stopping will lay the groundwork for further research.

With the concentric shafts, the shaft bearings represent one of the biggest mechanical challenges in TWIN-CRP systems. Particularly during maneuvering, significant forces may act on the bearings. Therefore, in the first step, the transverse forces (bearing forces) of the entire system under selected operating conditions will be determined through both model testing and numerical analysis.

The post Design and Optimization Tool for a CRP Propulsion Concept 2024 – 2026 first appeared on SVA.

The post Optical Cavitation Inspection System (OCIS) first appeared on SVA.

Title:	BREWEL – Simulation of Ships with Breaking Waves
Term:	2023 – 2026
Project manager:	Lars Lübke
Funding:	Federal Ministry for Economic Affairs and Climate Action
Project administration:	EuroNorm GmbH
Reg.-No.:	49MF230052

The final performance forecast is made after the contract is signed, based on measurements. If the forecast uncertainty of the numerical methods exceeds the considered power reserves, costly measures or penalty clauses are hard to avoid. Therefore, a high level of forecast accuracy is crucial for competitiveness and must be guaranteed to the highest possible extent. For ships with breaking waves, larger discrepancies occur between the calculation results and the measured resistance values. The calculated power values can deviate from the measured values by up to 20%. These values are far outside the usual safety margins and expected ranges. Simulations conducted on other facilities have shown similar deviations. The calculations were performed using different RANSE solvers (Reynolds-averaged Navier-Stokes Equations) and company-specific settings, so a general error in the calculation methods can be assumed. Further investigations have shown that, for example, the trim position can be ruled out as a source of error. The cause of the error is considered to be the wave system with the breaking bow wave. It is assumed that the breaking bow wave is not correctly captured in the simulations, and as a result, the wave interferences between the bow and stern wave systems are also affected. As part of the research topic, the prognosis accuracy for ships with breaking waves is to be improved and integrated into the procedural guidelines of SVA Potsdam. To achieve this, resistance, wave patterns, and wake fields for different ships will be measured and made available for the validation of simulations. The focus of the numerical simulations will be on the necessary grid resolution, the inclusion of surface tension in the simulations, and the identification of differences between homogeneous and heterogeneous multiphase models. The calculations will be conducted using different RANSE solvers and meshing strategies.

The post BREWEL – Simulation of Ships with Breaking Waves
2023 – 2026
first appeared on SVA.