session41 michael baldauf

World Maritime UniversityDr.-Ing. Michael BaldaufE-Mail: [email protected]

Planning and conduction of optimised manoeuvres in emergency situations

Transportforum 2012Linköping11 - 12 January

ADvanced (simulation-based) Planning for OPTmised Conduction of Coordinated MANoeuvres in Emergency Situations

Transportforum 2012Linköping11 - 12 January

ADOPTMAN – Advanced planning for optimisedconduction of coordinated manoeuvres in emergency situations

Michael Baldauf, Sebastian KlaesJens-Uwe Schröder-Hinrichs(World Maritime University Malmö, Sweden)

Knud Benedict, Sandro FischerMichael Gluch, Matthias Kirchhoff(Hochschule Wismar, University of Applied Sciences, ISSIMS Warnemünde)

Dana Meißner, Uli FielitzInstitute für Schiffssicherheit

Erland Wilske Viggo LanderUlf Lindberg Stena – Line ASSSPA Sweden

ISV IN ST ITU T FÜ RSIC H ERH EITST EC H N IK

SC H IFFSSIC H ERH EIT

4World Maritime University Malmö

Outline

IntroductionState of the artAdvanced manoeuvring assistance

AspectsDynamic wheelhouse posterApplying Fast Time Simulation

Aims and Objectives of PlanningPlanning of an Emergency Return ManoeuvreOutlook


Introduction

Facts & Figures:Risk = probability × consequences75 % of PoB finally die [Annual maritime Incident Report, Queensland]

2000 to 2010, 150 PoB accidents of North American shipping companies [Klein]

Human factor:almost no experience available for most of the ship officers,

never or seldom experienced such an accident personally PoB training mostly in good conditions for safe training

• Introduction

• State of the art

• Advanced manoeuvring assistance

• Aims and Objectives of Planning

• Planning of an Emergency Return Manoeuvre

• Outlook


Return manoeuvre for PoB accidents

Manoeuvres in PoB cases:no single standard procedure recommended Depending on time:− "Immediate action" situation,− "Delayed action" situation and− "Person missing" situation

Recommended manoeuvres acc. to IAMSAR/ MERSAR Vol. III:− SINGLE-TURN − WILLIAMSON-Turn − SCHARNOW-Turn

• Introduction





• Outlook


ΨC≈60°

Williamson Turn

ΨC≈240°

Scharnow Turn Single Turn

ΨC≈220°

Williamson Turn: Scharnow Turn: Single Turn:Not the best option Best option if the Best option if thein most cases accident was noticed accident was noticed

after certain time immediately

Advantages of a combination of ScharnowTurn & Single turn: •Identical up to course change of 220° - therefore more time is available and a later decision is possible for final manoeuvre; •Saving of time, because manoeuvring procedure is faster, •more chances for look-out, because turning direction does not change; •smaller distances to initial position, therefore better eye contact in restricted visibility;Optimisation of Manoeuvres needs to be ship type specific! ….

Return manoeuvre for PoB accidents


• Introduction





• Outlook

Introduction

Problem: There are in parallel the following aspects to consider:time pressure (many actions: release life buoy, fix position, alarms, ,.. and: rudder action and engine manoeuvres!) - thisis a source for errors!lack of information (when it has happened) makes decisions difficultdecision from variety of several manoeuvres is a burden…

See Sample of PoB action plan Actions of witness

Actions of bridge teamActions of captain


Present situation – Case study I

• Introduction





• Outlook


Present situation – Case study II

• Introduction





• Outlook


• Introduction





• Outlook

State of the art - Equipment

ECDIS and GPS marks incident position electronically


• Introduction





• Outlook

State of the art - Equipment

EquipmentINS/IBS offer no situation-dependent manoeuvring information

External factors influencing manoeuvring performance (e.g. wind) are usually considered only in mental model of the captain/OOW

no computer based support for manoeuvring adapted to the actual situation parameter is available, when most urgently needed


• Introduction





• Outlook

Manoeuvring and Manoeuvring characteristics

Principal division into routine- and emergency manoeuvresDepending on sea areas:

Open seaCoastal areas/ fairwaysPort areas, harbour basins

Safety critical /emergency manoeuvres:Last minute CA/GA manoeuvresAvoidance of dangerous rollingReturn Manoeuvres in PoB casesSAR Manoeuvres


• Introduction





• Outlook

Manoeuvring information for the bridge team


• Introduction





• Outlook

Manoeuvring information for the bridge team

Even none of the INS provides situation-dependent manoeuvring data yet

Up-to-date manoeuvring information can be provided by enhanced integrated simulation technologiesFor PoB- Cases wheelhouse poster should contain information about return manoeuvres


Steering Parameter• Rudder angle, • Engine revolution / power• Bow-/Aft-thrusters• …

Status Parameter• max available rudder angle, • Time for rudder command• max engine revolution /

power• Time for reverse engine

manoeuvre• …

Actual moving parameter

• course, speed (x, y) • ROT, heading, draft,• Lateral wind area• …

Actual environmental condition

• Wind (force, direction), • Depth of water• Course of fairway• Aids to Navigati on• targets

VDR based manoeuvringData base• Manoeuvring data

depending on• Loading

condit ions• Environmental

condit ions• Steering and

Control parameters

• Steering and control condit ions

• …

Fast-time Simulation

Calculation of:• R udder commands according to s tandard procedure

• D etermination of ti me/heading for counter rudder and wheel over point

Application and Display of adapted

manoeuvringcharacteristics and generation of the complete

situation-dependent

manoeuvring plan

Dynamic Wheelhouse Poster and Electronic Manoeuvring Booklet

for advanced manoeuvring support

automatic plan for return manoeuvre in PoB

• Introduction





• Outlook

Dynamic situation dependent manoeuvring information


• Introduction





• Outlook

The following equation of motion was used as math model for the ships dynamic:

right - effects of inertia (u and v represent the speed components in longitudinal and transverse direction x and y, r is the rate of turn. m - ships mass and xG is the distance of centre of gravity from the origin of the co-ordinate system, Iz is the moment of inertia around the z-axis.Left - ships hull forces X and Y as well as the yawing moment N around the z-axis. Their dimensionless coefficients are normally represented by polynomials based on dimensionless parameters

( )( )

( )ruvmxrINrxruvmYrxrvumX

Gz

G

G

++=++=−−=

&&

&&

& 2

Application of Fast-Time Simulation


• Introduction





• Outlook

Generating situation-dependent manoeuvre plans

Overall goal: Sequence for optimised manoeuvre controladapted to actual Ships situation

Current Problems:great variety of resulting tracks between different shipsmany options for parameter changesDefinition of the „optimal reference manoeuvre“


• Introduction





• Outlook


Results for Single-turn simulation with standard procedure for CV 7.500 TEU varying wind


• Introduction





• Outlook


Results for Williamson-turn simulation with standard procedure for CV 7.500 TEU – loaded and ballast


• Introduction





• Outlook


Different ship types performing Scharnow turnswith standard procedure


• Introduction





• Outlook


Reference outline Scharnow-turn


• Introduction





• Prospect


Optimisation possibility II:Basis: Standard manoeuvre (e.g Scharnow-turn)Variation of heading-value for counter rudder, but realized with an optimisation algorithmFitting to limitations of heading and distance to the old course

Ruder hart Steuerbord ab : 0 sKurs zu Beginn : 0°Dauer Ruder hart Steuerbord : 4 min 13 sÜberschwingwinkel : 32°Gegenkurs (+180°) : 180.0°Hart Gegenruder nach Backbord : 4 min 13 sHart Gegenruder nach Steuerbord : 6 min 19 sZeit bis Ruder Mittschiffs : 7 minBahnabweichung : 9,2 mHeading zu Manöverende : 178,3°Kurs zu Manöverende : 179,6°


Outlook, Summary and Conclusions

Sample for display of dynamic prediction for actual handle position (straight track) and a second track in parallel from manoeuvring database (Sample of Scharnow Turn)


Summary and Conclusions

• e-Navigation is a framework which will also allow for advanced manoeuvring assistance in case of emergencies

• The application of FTS has potential for:

Electronic wheelhouse poster - where important manoeuvring data for standard manoeuvres could be updated in regular intervals when conditions have changedPlanning and dynamic prediction to provide On-line support by simulating the future track and speed for actual control settings even in emergency situations

• ...


Thank you for your attention!

Awaiting your questions!

session41 michael baldauf

Technology