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1 INTRODUCTION
Navigation and manoeuver simulators certified by
appropriate classification institutes are essential
equipmentforacademiesanduniversities concerned
with educating vessel staff. They are utilized for
training,researchorasatoolforstudentsworkingon
their theses. As of last year such simulators are key
equipment used during
qualification exams for the
watchofficerdiploma.Reallifevesselsandbodiesof
waterarekeyinfluencesonsimulationcredibilityand
training realism. To ensure the consistency of the
presentationofvirtualbodiesofwater asareflection
of existing ones, software developers include tools
that allow for editing. Precise
models of real life
bodiesofwaterhavegreatinfluenceonmanoeuvring
parameters within the simulation process. The
commanding officerʹs decisions are forced by the
effectscreatedbyseabedshapeorportcanalsʹwalls.
It is especially important when training port pilots,
for whom it is crucial to observe the
precise
movement of vessels in given circumstances. The
dynamic development of ports on the Polish coast
forces simulation operators to constantly update
bodies of water present in their database. It is a
process that is both time consuming and requires
knowledgeofadditionalapplicationswhicharenota
partof
themainsoftware.
Inthearticletheprocessofbodyofwaterediting
basedontheportofGdańskwillbepresented.DCT
Container Terminal exemplifies the magnitude of
changesthatcanoccurwithinabodyofwaterinthe
spaceofafewyears.
2 DEEPWATERCONTAINERTERMINAL(DCT)
GDAŃSKCHARACTERISTICS
2.1 Technicalcharacteristics
Currently DCT Gdańsk SA exploits the deep‐water
containerterminalDCTT1andT2,whichislocatedin
the eastern part of Gdańsk North Harbour and
encompassesbothlandandsea.Itisthefirstterminal
intheareaoftheBalticSea
thatallowsforhandlingof
Post‐Panamaxtypevessels,providingsafedepthof
the approach path, anchor ground, mooring space
The Virtual Model of Deep Water Container Terminal T2
in Port Gdańsk
P.Zwolan
PolishNavalAcademy,Gdynia,Poland
K.Czaplewski
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Thelevelofeducationofseafarerscurrentlydependsamongotherthingsontheuseofsimulators
inthetrainingprocess.Thereliabilityofthecomputersimulationdependsonseveralfactorssuchasownship
models or virtual training areas. Currently available software on the market
allows you to edit and create
virtualareasforspecificmanoeuvring trials.Havingafaithfulcopyofarealbasinisanimportantelementof
harbour pilots courses or in carrying out a wide range of navigational analyses. In this paper the authors
describetheprocessofcreatingContainerTerminal
T2atDCTGdańskinthesimulatorenvironment.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 3
September 2018
DOI:10.12716/1001.12.03.15
552
and the following infrastructure and equipment
[https://dctgdansk.pl]:
2.1.1 DCTT1:
DCTT1hastwostoragesquareswhichweremade
by creating space on land‐ adjacent waters. The
containers are stored in blocks and serviced with
gantrycranes.ThestoragesquarelocatedinDCTT1ʹs
watersideareahasbeendivided
into4sectors,where
containersarestoredinso‐calledblocksofsevenunits
nexttoeachotherin4layers.Eachsectoris8blocks
large.Theotherstoragesquareislocatedonthepier
with32storageblocks.Coolingcontainersarestored
in especially designated areas in layers
of 3, and
poweredwithelectricitybytransformerslocatednear
thecontainerstorageblocks.Containertransportation
between sectors is performed within especially
designated communication lanes. The container
terminal has a developed railway system which
contains 4 handling lanes which are connected to
junctions on both sides. In the area of DTC
the
following can be found: handling work warehouse,
administration building, gate complex, main energy
source unit, fire prevention water container, a
separate transformer station and port workshop
building.
Technical parameters of DCT T1 Container
Terminal:
safelengthofhandlingquayis650m
maximumdepthatquayis17m
area of location is 50ha, including 28,5ha of
LANDEDPORTWATERS
DCTT1quayisdividedintotwohandlingsectors,
one385minlength,theother265m
6 STS (ship to shore) quay gantry cranes of the
“post‐Paramax”type
20storageplacegantrycranes
25tractorsforstoragetrailers
pumptrucksforemptyandfullcontainers
4railwaytrackswithcombinedlengthof2.5km
Navisterminaloperatingsystem
Figure1. Deepwater Container Terminal – T1 [source:
https://dctgdansk.pl]
2.1.2 DCTT2:
The DCT T2 deep‐water container terminal was
constructedasaresponsetothegrowingdemandfor
more efficient and economical transport solutions
withintheBalticSeaarea,whichwillsuccessfullybe
abletocompetewithservicesintheportsofnorthern
Europe. T2 Container Terminal is located
in the
eastern part of the North Port between two existing
piers: Rudowy (Ore) and DCT T1, and encompass
bothlandandseasections.Ontheseasidetheareais
protected by breakwaters of the North Port. The
location is beneficia l as it exploits the existing road
andrail
infrastructureofthe T1Container Terminal.
DCT T2 Container terminal have full container
storagesquareswith5+1storageheight,approx.8225
places for 20‐feet container storage (capacity for
approx32900containerswithareaofapprox.343778
m2).Coolingcontainersʹstorageplaces–approx.210
places for cooling containers storage (20
or 40‐feet)
withthe area ofapprox.18848 m2. Empty container
storage–capacityfor approx.99620‐feetcontainers,
with the area for storage squares approx. 4868 m2.
Containerswithhazardousmaterialsarenotstoredin
one designated space, but in compliance with
regulations concerning transportation of hazardous
materials.
Technical parameters of DCT T2 Container
Terminal:
handlingquaylengthapprox.650m
maximumdepthinport17m
terminalʹs areawillbe48ha
7STSquaygantrycranes
55 truck tractors (utilized to transport containers
betweenstoragespaces)
17pumptrucksforfullcontainers
12pumptrucksforemptycontainers
15forklifts
25RTGgantrycranesforstoragesquares
7hydrauliccranes
2gategantrycranesforrailhandling
Figure2. Deepwater Container Terminal – T2 [source:
https://dctgdansk.pl]
2.2 Navigationalcharacteristics
TheapproachpathtoNorthPortbeginsafterpassing
buoys MG‐A and MG‐B which designate safe
deepwater (16,5m). This information is crucial as
various shallow waters appear nearby (up to 13m).
Theapproachfairwaytotheportaretwodesignated
lanes, one in each direction, with
the width of one
nauticalmile.Theyareseparatedbyanotrafficzone
thatis0,5nauticalmilewide.ThedistancefromP1–
P2buoystothemainentranceoftheNorthPort(3,35
NM)iscompletedwithaleadinglight253,6°(Oc.Or.
5s) with 7Nm range.
The fairway has the depth of
17,5m and width at sea bed of 350m, however, the
North Port can accept ships with maximum
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displacementof 15mand maximumlength of350m.
The DCT can accept ships with 400m of maximum
length. The P‐1 buoy, as the one initiating the
approach path, is equipped with a flashing light
which repeats flashes at regular intervals of 10s
(Lfl.G.10s). The P‐1 is equipped with
RACON. The
Sopot lighthouse and the North Port lighthouse in
good weather conditions, can be used to maintain
terrestrial navigation within viewing distance. The
path is furtherdesignated by buoysP‐5 Fl(2)G.10s,
P‐9Fl(3)G.10siP‐13Fl(4)G.10sandP‐2LFl.R.10s,P‐
6 Fl(2)R.10s, P‐10
Fl(3)R.10s, P‐14 Fl(4)R.10s, P‐18
Fl(2)R.6s on theA strong northern current can be
encountered between buoys P‐1 and P‐13, which is
the result of wind blowing5°B. Southern currents
canbeencounteredbetweentheislebreakwaterand
buoyP‐13.Attheendofthepaththere
isanentrance
turning circle 670m in diameter and 17m deep. It is
surrounded by the Liquid Fuel Terminal, isle
breakwaterandfromthesouthconfinedbytheportʹs
bodyofwater.Thenexttwoturningcirclesareplaced
respectively: the second between the Coal, LPG and
Ore Piers
and a breakwater and are 670m and the
third between the DCT terminal, Ore Pier and the
breakwaterandis650m[BHMW2016,2017a,2017b].
Figure3.DCTfairway
3 THEPROCESSOFCREATIONDCTT2INTHE
SIMULATORENVIRONMENT
ModelWizard softwarewas usedto create a virtual
model of the body of water. It is an additional
component in the Navi_Trainer Professional 5000
simulation software. It is comprised of two main
modules[TransasMarine2011a,2011b]:
Scene editor – software allowing for the creation
andeditingoftrainingbodiesofwater
Prototypeeditor–softwareusedtocreateobjects
placedinbodiesofwater
Insuchacase,whenthesimulatorlibrarydoesnot
have buildings in itsʹ database characteristic of the
modelled body of water, an external 3D modelling
softwaremustbeused.Anysoftwareabletogenerate
object in
the 3ds format can be used. Below, the
processofcreatingavirtualDCTmodelispresented
with each individual step described in detail
[CzaplewskiK.,ZwolanP.,2016,2018].
Figure4.ProcessofavirtualDCTmodelconstruction
1 Information gathering comprises of creating a
database of photographs, plans and maps
necessary to generate an area. Photographs of
objects will serve to create their virtual
counterparts to make the model more realistic.
Distinctive objects are also useful as reference
points while manoeuvring in the port. To create
the T2 terminal
port development plans, ENC
currentmapintheS‐57formatwereobtainedand
aseriesofphotographsweremadewhilevisiting
theport.
2 Creating terrain model encompasses the creation
of the bathymetric andterrain layer especially
focusing on port areas and the seaside landform.
Thebasis ofT2terminalcreation wasan existing
areawith previouslycreated T1 terminal andthe
most up‐to‐date ENC electronic map unit
encompassing the Port of Gda
ńsk. During this
stage the conversion from the S‐57 format to the
TX‐97 format, used by the software, occurs. The
process of creating a shoreline with bathymetric
layerandbasicsignageisautomatic.Thenextstep
includes putting object layer with port
development plansonto the map base.
It enables
themoldingofnewquaylayoutandassigningthe
appropriate attributes pertaining to the function
theywillserve(mooring).
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Figure5.Creatingterrainmodel
Thelaststageofthisprocessistheverificationof
barometric layer and putting textures that reflect
thereal‐lifeconditionsontotheterrain.
Figure6.Verificationofbarometriclayer
3 Crating the navigational layer comprises of
entering the navigational infrastructure in
accordancewith the information found inofficial
publications.
Figure7.Cratingofnavigationallayer
4
Theprocessofgeneratingobjectswasbasedonthe
3D StudioMax software and Prototype Editor
module. It enables generating and exporting
objects in 3D in the 3ds format. Below are
examplesoftheobjectsusedtocreatetheterminal
model.
Figure8.Examplesof3Dobjects
5
Objectpositioningisdonebyplacingthembased
on a layout obtained from satellite photos or the
knowledgeofitsexactcoordinates.Itisnecessary
inthecaseofobjectsofnavigationalimportance.
Figure9.Objectpositioningprocess
6
Project verification is done by generating a 3D
visualization.
Thelaststage includes generatingthe area inthe
form of a file and installing it in the simulators
environment, which should be followed by a
verification process, that is manoeuvring trails
usingavessel.
Figure10.DCT3dvisualization
Results of research work described in the article
will be presented at the IAIN World Congress in
JapaninNovember2018.
4 CONCLUSIONS
Modern navigational simulators allow their
widespread use not only in education. Additional
modulesresponsibleforeditingvirtualmanoeuvring
areas increase the realism of training and the
reliability of
research results based on simulation
software. The use of outdated data makes it
impossibletousethestimulatortocarryoutresearch
projects and draws wrong conclusions from the
courseofthesimulation.
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