283
1 INTRODUCTION
It is globally very well recognised, that best results
regarding maritime safety bases on well‐trained
crews.Thesameisvalidforenvironmentally‐friendly
operation of ships. Only mariners and crews who
have background knowledge and who know how
theycancontributeinthebestwaytoenergy
efficient
andemissionreduced ship operation will be able to
contributetotheambitiousaims.
Numerous technological developments in other
transportmodeshasmadeshippingtobecomeoneof
the main contributors to air pollution especially in
coastal zones and harbour areas sensitive to
inhabitantslivingthere.Besidetheefforts
undertaken
by IMO, it is assumed that e.g. optimized
manoeuvringregimeshavepotentialtocontributeto
areductionofGHGemissions.Suchproceduresand
supporting technologies can decrease the negative
effectsto the environment and also may reduce fuel
consumption. However, related training has to be
Energy-efficient Ship Operation
–
Training
Requirements and Challenges
M.Baldauf,R.Baumler,A.Ölçer&T.Nakazawa
WorldMaritimeUniversity,Malmö,Sweden
K.Benedict,S.Fischer&M.Schaub
HochschuleWismarUniversityofTechnology,Warnemünde,Germany
ABSTRACT:TheInternationalMaritimeOrganization(IMO),throughitsMaritimeEnvironmentalProtection
Committee(MEPC),hasbeencarryingoutsubstantiveworkonthereductionandlimitationofgreenhousegas
emissionsfrominternationalshippingsince1997,followingtheadoptionoftheKyotoProtocolandthe1997
MARPOL Conference. While to date no mandatory GHG instrument for international shipping has been
adopted,IMOhasgivensignificantconsiderationofthematterandhasbeenworkinginaccordancewithan
ambitiousworkplanwithaviewtoadoptingapackageoftechnicalprovisions.Besidetheeffortsundertaken
byIMO,it
isassumedthate.g.optimizedmanoeuvringregimeshavepotentialtocontributetoareductionof
GHG emissions. Such procedures and supporting technologies can decrease the negative effects to the
environmentandalsomayreducefuelconsumption.However,relatedtraininghastobedevelopedandtobe
integrated into existing course
schemes accordingly. IMO intends to develop a Model Course aiming at
promoting the energy‐efficient operation of ships. This Course will contribute to the IMO’s environmental
protectiongoalsassetoutinresolutionsA.947(23)andA.998(25)bypromulgatingindustry“bestpractices”,
whichreducegreenhousegasemissionsandthenegativeimpactof
globalshippingonclimatechange.Inthis
paper the outline of the research work will be introduced and the fundamental ideas and concepts are
described.Aconceptfortheoverallstructureandthedevelopmentofsuggesteddetailedcontentofthedraft
Modelcoursewillbeexemplarilyexplained.Also,adeveloped
draftmoduleforthemodelcoursewithsamples
ofthesuggestedintegratedpracticalexerciseswillbeintroducedanddiscussed.Thematerialsanddatainthis
publicationhavebeenobtainedpartlythroughcapacitybuildingresearchprojectofIAMUkindlysupportedby
theInternationalAssociationofMaritimeUniversities(IAMU)andTheNipponFoundation
inJapan.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 7
Number 2
June 2013
DOI:10.12716/1001.07.02.16
284
developed and to be integrated into existing course
schemesaccordingly.
The International Maritime Organization (IMO),
through its Maritime Environmental Protection
Committee(MEPC),hasbeencarryingoutsubstantial
work to provide the fundamental conditions for the
reductionandstepwiselimitationof greenhouse gas
emissions from international shipping since 1997,
followingthe
adoptionoftheKyotoProtocolandthe
1997 MARPOL Conference. While to date no
mandatory GHG instrument for international
shippinghasbeenadopted,IMOhasgivensignificant
considerationofthematterandhasbeenworkingin
accordancewithanambitiousworkpla nwithaview
toadoptingapackageof
technicalprovisions(i.a.see
Roche,2009).
FurthertothoseandothereffortsIMOinitiatedthe
development of training framework supporting the
introduction of ship energy efficiency management
plans (SEEMP) but also to promote adequate
operationsofships.
In this paper the outline of the research work to
developtrainingframeworkswill
beintroducedand
the fundamental ideas and concepts are described.
Theoverallstructureandthedevelopmentofdetailed
content of a draft Model course will be exemplarily
explained.Also,thedevelopeddraftmodulesforthe
modelcourseandsamplesofthesuggestedintegrated
practical exercises willbe introduced and discussed.
One example and test results for an integrated
simulation‐based training module of the course are
presented.
Some parts ofthe conceptual analysis behind the
presented materials build on earlier work (as e.g
Magnusson, Fridell & Ingelsten, 2012; Winnes &
Fridell,2010andBaldauf,Pourzanji,Brooks,deMelo
andBenedict(2012)),
whichwasperformedtoanalyse
ship emissions and to investigate potential counter
measuresbyshipcrews.
2 BACKGROUNDANDPRESENTSITUATION
2.1 TheworkofIMOandtheProtectionoftheMarine
Environment
TheIMOasthemaininternationalbodyisthedriving
forcethathastakentheresponsibilityfor
developing
andadoptinggloballybindingrules,regulationsand
guidance not only on safety and efficiency of ships
but also on the protection of the marine and
atmospheric environment from shipping operations.
Theworkoftheorganisationʹs subjectsrelatedtothe
protection of the marine environment ranges from
pollution prevention (including
e.g. MARPOL) over
pollutionpreparednessandresponse(e.g.OPRC90),
ballast water management and anti‐fouling systems
up to ship recycling and also covers special
programmes and initiatives (like e.g. theʹGloBallastʹ
initiative or theʹMarine Electronic Highwayʹ
demonstration project). All the initiatives and
developedandadoptedconventionsandguidance
are
subject to training of the personnel involved in
maritime transportation. Seafarers should be made
aware of the conventions and their objectives.
Withouttheparticipationofthefrontlineoperatorsof
the shipping industry, the implementation of the
Conventions cannot be achieved properly. The
integration of the environmental standards in the
daily
work practices onboard should ensure the
implementationoftherequirements.
Thebackboneofmaritimetrainingandeducation
is IMOʹs International Convention on Standards of
Training, Certification and Watchkeeping for
Seafarers(the STCW Convention), and its associated
Codewhichwerefirstlyadopted7July1978andset
into force on
28 April 1986. There were numerous
reviews and amendments. The latest and most
importantamendmentoftheconventionandthecode
wereadoptedinJune2010withsubstantialrevisions
and important changes of the training content and
standards.Theseamendmentsweresetintoforceby
1st January 2012. Among the significant
number of
changedsubjectsbytheManilaamendmentsalsonew
requirements for marine environment awareness
trainingismentioned(Bai,Jun,Zhang,Bin,YuJiajia,
(2012).
Newrequirementsaboutenhancingtheprotection
of the marine environment are proposed and are
addressed inʺChapter II Master and deck
departmentʺ andʺChapter III
Engine departmentʺ.
Consequentlytrainingandeducationforallmariners
areconcerned.Educationandtrainingcoursesshould
introduce knowledge of protection of the marine
environment in order to enhance seafarersʹ
consciousness. This requirement is accompanied by
general requirements regarding the adjustment of
existing MET management systems, teaching
equipmentandcontentas
wellaspromotingteaching
levels.
Beside the general requirements regarding the
standards of training to be implemented into the
course schemes for captains, engineers, deck and
engine officers there are several model courses
covering aspects of the protection of the marine
environment. In the following chapters the Model
course on
energy efficient ship operation will be
consideredinmoredetail.
2.2 DevelopmentofaDraftModelcourseforShipEnergy
EfficientManagementPlanning
Withthespecificfocusonthereductionorlimitation
of greenhouse gas emissions from international
shipping,IMOhas givensignificantconsiderationof
thematterandhasbeenworking
inaccordancewith
an ambitious work plan with a view to adopting a
package of technical provisions to include among
others:
anenergyefficiencydesignindex (EEDI)fornew
ships;
anenergyefficiency operational indicator(EEOI),
which will enable operators to measure the fuel
efficiencyofanexistingshipand,therefore,gauge
theeffectivenessofanymeasureadoptedtoreduce
energyconsumption;and
a Ship Energy Management Plan (SEMP) that
incorporatesguidanceonbestpractices,todevelop
onboard their specific vessel, which include
improved voyage planning, speed and power
optimization,optimized ship handling, improved
285
fleetmanagement and cargo handling,as well as
energymanagement.
It is in continuation of such efforts that it is
intended to develop a Model Course aiming at
promotingtheenergy‐efficientoperationofships.The
Course will contribute to the IMO’s environmental
protection goals as set out in resolutions
A.947(23)
and A.998(25) by promulgating industry “best
practices”, which reduce greenhouse gas emissions
andthenegativeimpactofglobalshippingonclimate
change.
ConsequentlytheIMOSecretariatatits60
th
session
oftheMarineEnvironmentProtectionCommitteehas
commissionedWorldMaritimeUniversitytodevelop
adraftmodelcourseforenergyefficientoperationof
ships.
Based on literature and database reviews,
questionnaires, interviews with stakeholders and
furtherdatacollectionadraftmodelcoursehasbeen
developed and submitted to IMO MEPC.
This draft
containsadditionally and some kind unique a set of
examples for practical activities by which both
theoretical knowledge and practical skills can be
easilyobtainedbyparticipantstothecourse.
The initial course development was mainly be
based on the introducedmanagement tool of a Ship
Energy Efficiency Management
Plan (SEEMP) as
agreedandcirculatedby MEPC59/24(Annex 19) as
well as on the Guidance for the development of a
SEEMPasagreedanddistributedinMEPC.1/Circ.683.
Performed survey studies have shown that there
havealreadybeenmanycoursesormaterialsinterms
of the energy‐efficient operation
of ships mainly
developed by classification societies and shipping
companiesintheworld.Thougheachofthemiswell
developedandrecognisedasagoodreferenceforthe
modelcourse,thefinal draftmodelcoursesubmitted
to IMO doesn’t contain contents of those materials
developedbytheminordertoavoid
theissuesonthe
copyrightprotectionaswellasconfidentiality.
Onthebasisofthedraftmodelcourseassociated
materials should be updated from time to time to
introducethelatestdevelopmentandsituationsinthe
shipping industry as well as the requirement of the
related IMO instrument in terms
of energy efficient
operation of ships. Therefore, the final draft of the
model course contains only the core part for the
energyefficientoperationofships.
The developed draft outline of the model course
suggestedtoMEPCforfurtherdiscussionisgivenin
Table1.
The draft course outline, submitted to
MEPC,
clearly states that its ma in purpose is to assist
MaritimeEducationandTraininginstitutionsaswell
astheir teaching staff in organising and introducing
new training courses, or in enhancing, updating or
supplementingexistingtraining material,sothatthe
qualityand effectiveness ofthetrainingcourses and
materialsmay
therebybeimproved.
2.3 DevelopmentofaTrain‐the‐trainercourse
Beside the detailed development of a first draft
outlinefor a training course on energy‐efficient ship
operation, which especially focuses on the onboard
implementation of practical measures to ensure
energy efficiency and reduced emissions of
greenhousegases.
Thedraft
modelcoursewasdevelopedmainlyon
thebasisoftheintroducedmanagementtoolofaShip
Energy Efficiency Management Plan (SEEMP) as
agreedandcirculatedby MEPC59/24(Annex 19) as
well as on the Guidance for the development of a
SEEMPasagreedanddistributedinMEPC.1/Circ.683.
Thedraft
servesasastartingpointandshouldbe
further developed with experience gained by
shippingcompaniesandtosupportthedistributionof
good and innovative pra ctices to implement
sustainable energy efficient operation of ships and
shippingcompanies.
Asacontinuationandaccompanyingmeasurethe
IMOalsosupportedanddroveforththe
development
of a train‐the‐trainer course on greenhouse gas
emissions. Among others, this initiative was to
accelerate the process of distribution of knowledge
andgoodpracticestoallIMOmemberstates.
The course development aimed at a training
package to promote energy efficiency operations in
shipping and is performed
to provide a trainer’s as
well as a trainees manual, samples of presentations
for use in lectures and seminars and a generic
delivery guidelines. The course development also
includedaphase for testing the package inorder to
ensure a common understanding of the issue and
moreover to develop basic capacity
among the
developingregions.
One of the main goals of the development work
was to provide a ready‐to‐use training package and
itsaccompanyingpresentationswhichfocusonGHG
issuesinshipping.
The five modules of the package are designed to
be adaptable and focus on the operational issues
relevant on board as well as ashore. The course
comprisesthefollowingfivemodules:
Module 1: The climate change and the
internationalresponse;
Module2:FromManagementtoOperation;
Module3:PortstayanditsImpacts
Module4:EnRoute
Module5:EnergyEfficiencyManagementSystems
These modules contains lectures and workshop
seminars, including presentations, discussions and
group works and are embedded by discussions to
explain IMOʹs intentions, provision of pedagogical
guidancetoexpertsaswellasfeedbacksessions.
286
Table1.OutlineofthedraftIMOmodelcourseforʺEnergyEfficientOperationofShipsʺ
__________________________________________________________________________________________________
Module&TaskCoursehours Lecture Practical
Activity
__________________________________________________________________________________________________
1 Background4hours
__________________________________________________________________________________________________
1.1 ClimateChange42.0‐
1.2 IMOrelated work2.0‐
__________________________________________________________________________________________________
2 Guidanceonbestpracticesforfuel‐efficientoperationofships 18hours14hours4hours
__________________________________________________________________________________________________
SectionI:Fuelefficientoperations
2.1 Improvedvoyageplanning2.02.0
2.2 Weatherrouting
2.3 Justintime
2.4 Speedoptimization
2.5 Optimizedshaftpower
SectionII:Optimizedshiphandling
2.6 Optimumtrim2.02.0
2.7 Optimumballast
2.8 Optimumpropellerandpropellerinflowconsiderations
2.9 Optimumuseofrudder
andheadingcontrolsystem(autopilots)
SectionIII:Hullandpropulsionsystem
2.10 Hullmaintenance2.02.0
2.11 Propulsionsystem
2.12 Propulsionsystemmaintenance
2.13 Wasteheatrecovery
SectionIV:Management
2.14 Improvedfleetmanagement2.02.0
2.15 Improvedcargohandling
2.16 Energymanagement
2.17 Fueltype
2.18 Othermeasures
SectionV:OtherIssues
2.19 Compatibilityofmeasures1.01.0
2.20 Ageandoperationalservicelifeofaship
2.21 Tradeandsailingarea
__________________________________________________________________________________________________
3 Application6hours
__________________________________________________________________________________________________
3.1 Planning64.02.0
3.2 Ship‐specificmeasures
3.3 Company‐specificmeasures
3.4 Humanresourcedevelopment
3.5 Self‐evaluationandimprovement
3.6 Voluntaryreporting/review
__________________________________________________________________________________________________
4 ImplementationandMonitoring2hours
__________________________________________________________________________________________________
4.1 Implementation21.01.0
4.2 Monitoring
__________________________________________________________________________________________________
TotalCoursehours30hours18hours12
hours
__________________________________________________________________________________________________
The submitted draft clearly states that its main
purpose is to assist training providers and their
teaching staff in organising and introducing new
training courses, or in enhancing, updating or
supplementingexistingtraining material,sothatthe
qualityandeffectivenessofthetrainingcoursesmay
therebybeimproved.
3
PRACTICALEXCERISES–ENHANCED
SHIPHANDLINGSIMULATIONTRAININGFOR
ENERGYEFFICIENTSHIPOPERATION
Fivemainsubjectareasfortraininghavebeendefined
in the draft model course on energy efficient ship
operationandforeachsectionpracticalactivitiesare
suggested. For instanceʺFuel efficient operationsʺ
addresses the fields of voyage planning, weather
routing as well asʺJust‐in‐timeʺ operations and can
preferably be trained in ship handling simulation
exercises.
The subjectʺImproved voyage planningʺ is
foremost dedicated to the appropriate
implementation of procedures according to IMO
resolution A.893(21) (25 November 1999) – (and
ChapterVIII ofSTCWCode)onvoyageplanning
as
this resolution provides essential guidance for the
ship’screwandvoyageplanners.Itismentionedthat
the optimum route and improved efficiency can be
achieved through careful planning and execution of
voyages.Thoroughvoyageplanningneedstime,buta
number of different software tools are available for
planningpurposes.
With
respecttopotentialmeasuresforgreenship
operation related to nautical departments, voyage
planningandweatherroutingareseenastheʺmacro
(planning) levelʺ for rather strategic decisions
whereas manoeuvring planning isseen as the micro
(planning)levelbelongingtotacticaldecisionsofthe
shipnavigationprocess.
ʺJust‐in‐time
ʺ practices are described with
emphasize to good early communication with the
287
next port. This should be an aim in order to give
maximumnoticeofberthavailabilityandfacilitatethe
use of optimum speed where port operational
procedures support this approach. Optimized port
operation could involve a change in procedures
involving different handling arrangements in ports.
Port authorities should be encouraged
to maximize
efficiency,minimizedelay,andproducereliablework
schedule.
A sample should be given here for the section
entitledʺOptimized ship handlingʺ where, among
others, optimum trim and ballasting but also
optimum propeller and propeller inflow
considerations and optimal use of rudder and
heading control systems are addressed. These
items
have impact on manoeuvring performance on both
the macro (voyage planning in open sea areas) and
the micro (manoeuvre planning in coastal areas and
harbourbasins)planninglevelandthereforearealso
relevant for the development of simulation‐ba sed
trainingmodulesofsuchatrainingcourse.
Figure1.Recordedtracks ofreal harbour manoeuvres ofa
ferry
From research studies into the application of
advancedtoolsforenhancedmanoeuvreplanningin
coastal areas, approaches to ports and even in
harbour basins‐specifically using Fast‐Time‐
Simulationtechnologiesforplanningandmonitoring
purposes(Benedict,K.;Baldauf,M.;Fischer,S.,Gluch,
M.Kirchhoff,M.;2009)‐itisknownthatdetailed
pre‐
planning of manoeuvres can significantly contribute
tomoreenergy‐efficientshipoperationintheharbour
areas. Furthermore, as demonstrated in the
simulationsstudies,thereisclearpotentialfortimeas
well as fuel savings and consequently also for the
reduction of GHG emissions. Figure 1 depicts one
sectionof
aharbourareaconsideredinafieldstudy
and additionally shows exemplarily the tracks of a
ferry recorded onboard and ashore (synchronized
VDR and AIS data) when manoeuvring in the
harbourbasin.
WINNES and FRIDELL (2010) have proven by
directmeasurementstheemissions of boththe main
greenhouse gases NO
x and CO2 of vessels are
significantly higher especially when they are
manoeuvringincoastalareasandharbourbasins.
EOT
-120
-100
-80
-60
-40
-20
0
20
40
60
80
1 181 361 541 721
Z e it [ s]
[%]
EOT Bb Sim1
EOT St b Sim1
EOT Bb Sim2
EOT St b Sim2
EOT Bb Sim3
EOT St b Sim3
EOT Bb Sim4
EOT St b Sim4
Figure2. Analysis of elementary manoeuvres of a ferry
operatinginaharbourbasin(sampleuseofengines)
Intheframeofthemeasurementsofthecombined
fieldstudiesandsimulation‐basedexperimentsofthe
IAMUprojectʺProGreenShipʺ(Baldaufetal(2012))it
was analysed that the number of elementary
manoeuvres (defined as each given command for
rudder,thrusters,engineetc.tomanoeuvretheship)
isveryhigh.Also
theintensity(intermsoftheused
energy)ofthe used steering equipment is on a high
level. An example is shown in Figure 2: different
graphs are shown representing times and the
intensity of engine manoeuvres and illustrating that
theywereusedrelativelyoftenandahighpowerrate.
4 INTEGRATIONOFIMOCOMPETENCE‐BASED
TRAININGOBJECTIVESINTOSIMUATION
SCENARIOS
As identified above, careful and thorough planning
on macro (route optimisation including weather
routeing) and micro level (optimisation of
manoeuvring regimes in port approaches and
harbourbasins)arekeyelementsforenergy‐efficient
shipoperation.Goodplanningneedsexperienceand
associatedtraining.
Modern comprehensive improved voyage
planning nowadays can be performed by using a
dedicated software system providing processed
informationregardinge.g.currents,tidalstreams,and
impact of shallow water as well as weather and sea
state). However systems depend on reasonable and
intelligent use of the provided functions taking
into
account the actual and forecasted prevailing
circumstances.
Ontheotherhandexperiencednavigatorsarealso
using manuals containing graphs indicating the
performance parameter information as e.g. about
pitch handling, power, speed and fuel consumption
under different loading conditions and for the two
main types of fairways: deep and shallow water
(Williamson,2001).
A practical exercise on fuel efficient operation
integratedintoacourseframeworkshouldmakeuse
of simulators or otherwise suitable equipped
laboratories providing specific assistance systems as
standaloneversionorintegratedintoacomplexship‐
handling simulator preferably connected to ship
enginesimulator.
288
Inaddition,therearealso game‐based simulators
available enabling demonstrating relationships
between power, speed, fuel consumption and CO2
emissionsandfurthermoreallowssavingsthatcanbe
madewhenthepowerisadjustedtoETA,insteadof
sailing 100% to the destination and anchoring to
avoid arriving too early. However,
we have to
considerthatthispracticeisveryoftendictatedbythe
ship’s schedule and lack of reliable data concerning
berthavailability.
By applying the described methodology the
principle framework of a practical simulation‐based
exerciseonfuelefficientshipoperationisstructured
as exemplarily described below. The exercise
framework allows for flexible integration of the
suggested and other appropriate exercises into an
appliedIMOmodelcourse.
For a simulation‐based exercise dedicated to the
micro level planning, it is suggested to integrate
practical activities on the one hand to support
optimizedshiphandlingandtodemonstrateeffectsof
such
actionsregardingfuelsaving,reductionofGHG
emissions etc. and on the other hand to perform
actions/tasksinsimulationenvironment.
Practical activities on this subject can range from
performing manual or desktop calculation exercises
ofspecific casestudiesupto full‐mission simulation
exercises.
As a sample exercise the ship
operation when
approaching a berth in a harbour is suggested. A
potentialframefor the sequence of events and tasks
ofsuchanexerciseisgiveninTable2.
Theemphasisofthesimulationexerciseislaidon
planningofenergyefficientmanoeuvringtakinginto
accountoptimizeduseofengine,propeller,
thrusters
etc.andbyusingavailablesourcesofinformationand
taking into account different trim and ballast
conditions.
The learning objectives of the training unit
including the practical activity should focus on the
application of good pra ctices for manoeuvre
planning,theuseoftheavailableappropriatemeans,
and consideration of
different trim options and
potential impact of wind on the manoeuvre
performance. The paramountplanning process must
be completed with an updated manoeuvre plan
availableand appropriate for monitoring during the
realconductionoftheharbourmanoeuvres.
Figure 3 below gives an example for such a
detailed manoeuvre plan developed with
the
sophisticated SAMMON tool (Benedict, K.; Baldauf,
M.;Fischer,S.;Gluch,M.;Kirchhoff,M.;Schaub,M.;
M.; Klaes, S. 2012) for planning, designing and
monitoring ship manoeuvres. The picture shows the
approachtotheberthingplaceintheharbourba sin of
the port investigated in the above mentioned study
for
themanoeuvringregimeofaRoRoPaxferry.The
ship shapes in the chart represent the manoeuvring
points (MP x) where a planned elementary
manoeuvreistobeexecuted.
Figure3. Planning of elementary manoeuvres using an
ECDIS based planning station with integrated Fast‐Time
Simulationfunctionalitytoapproachtheberthingplace
One of the fundamental ideas of the SAMMON
tool for the planning of complex manoeuvring
regimesina harbourbasinisthedynamicprediction
of the ship movement in response to any steering
commandandsimultaneouslytakingintoaccountthe
actual ship status as well as the environmental
conditions (Källström, CG.,
Ottosson, P., Raggl, KJ.,
1999).
Duringtests traineesplannedmanoeuvringplans
with just only less than ten elementary manoeuvres
compared to more than 20 of the analysed real
manoeuvring regimes. Moreover the conduction of
the manoeuvres to approach the berthing were also
faster and up to six minutes were saved
in the
simulation environment compared to the real
manoeuvreregimes.
Such an exercise can be implemented to full‐
mission ship handling simulators and, preferably,
directlyconnectedtoashipengineroomsimulatorto
cover the onboard regime of ship operation more
completely.
The sample exercises introduced here are
suggested for integration
into the final draft of the
IMOmodelcourseandwereforwardedaccordingly.
289
Table2.OutlineofthedraftIMOmodelcourseforʺEnergyEfficientOperationofShipsʺ
Draft sample exercise scenario "energy-efficient ship operation in harbour areas"
Identifier
Optimized ship handling I
Manoeuvre
p
la nnin
g
for harbour basin and berthin
g
o
p
eration
Training objective i.a. / e.g .
Manoeuvring in shallow water areas of harbour basin
Optimum use of steering and control systems
Use of tools for planning and monitoring ship operation considering
different trim / ballast conditions
Simulator tool Full mission ship handling simulator
Standard of
competence
Master, chief mate (management level) and navigating officers
Configuration e.g . RoRo Ferry (L
oa
= 200 m; draught = 6,0 m; service speed = 24 kn)
Traffic situation Moderate (about 3 ships per 10 min)
Time of day Daylight
Current Realistic (regarding area)
Environment Wind: moderate, < 4 BF
Sea state: low to moderate, average high of wave ~ 2,5 m
Duration Long, > 45 min
Visibility Mor e th an 8 nm
Ar ea Harbour area
Even t-description
Ferry/Passenger vessel (i.a. equipped with two propellers, bow thrusters) is
approaching a harbour area for berthing operation,
Communication with shore-based VTS station
Passage to berth includes several rudder/engine manoeuvre, also use of
thrusters is necessary
Passage planning to berth including pre-planning of manoeuvring up to
berthing
Combined rudder/engine manoeuvres possible to save time while
simultaneously keeping safety limits
Effects of “squat” on under keel clearance power, speed and fuel
consumption in shallow water
Situation assessment
(
includin
g
tr i m o
p
eration and s
p
eed a da
p
tation
)
5 SUMMARYANDCONCLUSION
Within this paper general IMO activities to reduce
pollutionofthemarineandatmosphericenvironment
have been mentioned and some selected training
requirements and needs resulting from latest STCW
amendmentsanddevelopmentsofmodelcoursesare
described.
Focuswaslaidonthedevelopmentof the model
courseonenergyefficientshipoperation.
Moreover, investigations into potential
contributions of ships to reduce greenhouse gas
emissions that were performed in the frame of the
development of the model course and a train‐the
trainertrainingpackage,aredescribed.
One of the main objectives of the course
development is
to distribute knowledge and good
practices. That is why a good balance of theoretical
and practical activities should be provided by the
courseframeworkandsimulationexercisesshouldbe
integratedtohighlightsomekeyprinciples.
The main objective of the exemplarily described
investigations into the integration of practical
activities was to
develop the basics for a simulation
based training module that supports optimized ship
operation by means of enhanced integrated
manoeuvring planning and monitoring to assist
captains,pilotsandnavigatingofficerswhenentering
portentrancesandmanoeuvringinharbourareas.For
this purpose a prototyped manoeuvring assistance
systemwas integratedinto
afull‐missionsimulation
environmentandtestedwithrespecttopotentialsfor
290
energyandtimesavings.Itwas demonstratedthatby
means of enhanced simulation‐based technologies
timesavingsarepossibleandallowforareductionof
fuel consumption while simultaneously keeping the
economic constraints of the voyageʹs time schedule
and consequently reduce emission of greenhouse
gases.
ACKNOWLEDGEMENTS
The research results
presented in this paper were
partly achieved in research projects “Simulation‐
based training module to promote green energy‐
efficient ship operation” (ProGreenShip).
ProGreenShipis a capacity buildingresearch project
of IAMU kindly supported by the International
AssociationofMaritimeUniversities(IAMU)andThe
NipponFoundationinJapan.
Furtherresearchwork
wasundertakenundpartly
resulted from “ADvanced Planning for OPTimised
Conduction of Coordinated MANoeuvres in
EmergencySituations”(ADOPTMAN).Thisprojectis
fundedandsupervisedbytheSwedishGovernmental
AgencyforInnovationSystems(VINNOVA)andthe
German Research Centre Jülich (PTJ) as well as the
project “Multi Media for Improvement of MET”
(MultiSimMan), funded by the German Federal
Ministry of Education and Research (BMBF),
surveyedbyProjektträgerimDeutschenZentrumfür
Luft‐ und Raumfahrt (PT‐DLR, Project Management
Agency–partoftheGermanAerospaceCenter).
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