365
1 INTRODUCTION
Ports, due to their nature of business activity and
complexityarehighlychallenginginthedevelopment
and implementation of the port regulations that
should be in line with Port Safety Management
System (PSMS). Moreover, the interests of groups
with opposite goals are frequently encountered in
ports.Thecrucial
roleisplayedherebytheHarbour
Master(inPolandactingundertheMaritimeOffice),
who is responsible for overall port safety,
implementation of safety regulations and PSMS,
information exchange, environment monitoring and
information and security inside the ports.
Unfortunately,there isa lackof globalregulation in
thisarea.
Thereareseveralattemptsandcasestudies
tocreate suchregulations[Billington 2001]butthere
areserious obstructionsin particular becausesuch a
framework must satisfy global, regional, local, and
industry regulations, which are sometimes almost
impossible.
The most comprehensive and described legal
frameworkforPSMSisUKPortMarineSafety
Code
[PortMarineSafetyCode,2012]introducingaformal
risk assessment including the ALARP concept. The
similarcomprehensiveconcepthasbeenimplemented
inNewZealandandisappliedinothercountrieslike
U.S., Canada or Netherlands. The risk management
procedureappliedaccordingtotheabovestandardis
basedonthe
severalstepslike:
1 DataGatheringandFamiliarisation;
The Support of Port Regulation Creation and Update b
y
Real-time Ship Manoeuvring Simulation Studies
Exampled by Port of Kołobrzeg
L.Gucma&K.Łazuga
M
aritimeUniversityofSzczecin,Szczecin,Poland
ABSTRACT: The port areas are specific in terms of navigational accidents. Usually, accidents with low
consequencesdominate,butduetomanyuserswithcontradictoryneeds,thereisarequirementtokeepthe
balancebetweenbusinessandsafety.Thisbalanceisusuallyachievedbythe
PortAuthorityorlikeinPoland
byMaritimeOfficetogetherwithPortAuthority.MaritimeOfficesarethegovernmentalbodyresponsibleto
maintaintheacceptablenavigationalsafetylevel.Suchanapproachleadstoseveralfrictionsbetweentheusers
that needs are often contradictory. To ensure minimal safety level and introduce new or
amended port
regulationsthescientificmethodsaredemandedtosupportthis process.The paperpresent methodologyto
adjusttheportregulationsofKołobrzegPortwherethepassengershipownersmooredinclosevicinityofthe
waterwayandthereforerestrictedittotheotherusers.Thecompromisewasachievedwith
theapplicationof
real‐timesimulationmethod.Moreover,thepaperpresentstheimportantroleofharborregulationsinwhole
navigationriskmanagementprocesswithintheportarea.Today’sportregulationsarecreatedmostlybasedon
goodpracticeofpilotsandexperts,whereasthequantitativemethodsareusedlessfrequently.Theintention
ofthe presentedcasestudy wastodemonstrate howthequantitative riskassessmentcould beused inport
policydevelopment.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 13
Number 2
June 2019
DOI:10.12716/1001.13.02.13
366
2 HazardIdentification;
3 RiskAnalysis;
4 RiskAssessment;
5 RiskControl.
The port regulations (port bye‐laws) has the
significant role in safety management process as a
major implementer of Risk Control Options (RCO).
Additionally, to port regulations, several documents
existsinportslike:
1 terminalsafetyprocedures,
2
terminaloperationalprocedures,
3 procedures of accidents consequences mitigation
(suchascontingencyplanning).
Portregulationsareoftencreatedbasedonexpert
opinions(pilots,users,HarbourMaster)usingspecific
localknowledge.Thedangerouscargoterminals(oil,
gasorchemical)usuallyoperatesunderinternational
industrial legal framework created by organizations
suchas
OCIMF(OilCompaniesInternationalMarine
Forum) or ICS (International Chamber of Shipping).
The accidents with significant consequences in port
areasarerareevents,whichcouldcreateproblemsin
creating proper methodologies of its analysis and
couldbethereasonofpoorpolicydecisions[Gucma
2009].The riskassessment inportareas
isa process
where all possible hazards should be taken into
accountandfinallysummedup[Harraldetal,1992]
and[TrbojevicandCarr2000].
The studies made by Pearson, Kuzmin, and
Clouter [Pearson, Kuzmin, and Clouter 2015] show
that port infrastructure facilities significantly affect
vessel exposure to the risk.
Also, studies made by
Wang and Foinikis [Wang and Foinikis 2001]and
earlier one, made by Zec, Zorovic, and Vranic [Zec,
Zorović,and Vranić1998] stressedthis problemand
revealsthatFSAmethodologycouldfailinrelationto
constantly changing port infrastructure. Moreover,
authorsclaimandshowinthispaper
thattheproblem
has complicated spatiotemporal nature due to
variabilityinquayoccupation.
Figure1.Generalmethodappliedinstudy
Inthepresentedstudy,therealsimulationmethod
has been introduced to find the potential risk of
strikingtothemooredshipsbypassingshipsdueto
navigational process failure. The problem with the
decreasing safety level of entering ships due to
moored ships are frequent in port areas since many
opposite needs of users are encounter here. Usually
theberthshavepredefinedmaximalbreadthofships
that can be moored safely not influenced negatively
the ships trafficin the vicinity. Such value could be
alsoincludedintheportregulations.Theaimofthe
presented method is to give the
decision makers
framework methodologyof calculatingthe risk with
possibleactionsthatshouldbetakentominimizeitto
theacceptablelevel(Fig.1).
Theresearchesdescribedinthispaperarefocused
onupdatingandadjustingtonewuserstheharbour
regulations in Port of Kołobrzeg by real time
simulation
method with assuring minimum level of
navigational safety [Determination 2016]. The main
aimofresearcheswasconcernedwith[PIANC2014]:
1 Determinationof:
safety waterways parameters needed for safe
operationofinvestigatedships,
turning place diameter with respect to its shape
anddepth;
2 Determination of safety conditions
of port
operationinrespectto:
admissible meteorological conditions for given
kindofshipsandmanoeuvres;
other navigational conditions and limitationslike
presenceof othershipson berths,useofposition
fixing systems on approach, navigational
markings,vesseltrafficservice.
3 Determinationofmanoeuvringproceduresduring
berthingandunberthing
fordifferentkindofships
andpropulsionsystems.
Kołobrzeg Port (Fig. 2) is a medium polish port
located on the Baltic Sea serving over 100 merchant
shipsperyearwithfishingandpleasurecrafttraffic.
Maximallength ofshipsbefore presentedresearches
was L=85m with several operational and weather
restrictions.
Figure2. Kołobrzeg Port entrance andnorth inner channel
withlocalisationofPilotoweandWęgloweQuays.
As a design ship (named in this study as as m/s
Kołmax)isthegeneralcargoshipof100mlength.The
shipwasselectedaccordingtoporteconomicanalysis
andtheirneedsasthetypicalBalticSeacoaster.The
essential parameters of design ship are presented in
theTab.
1.
367
Table1.Mainparametersofdesigncoasteroperatedonthe
BalticSeaarea[Determination2016]
_______________________________________________
Parameterm/fKołmax
_______________________________________________
Length–LOA100m
Breadth–B15.0m
Draft–T5.0m
Enginepower2,700kW
Propellerfixedpitchpropeller,righthanded
Speedapprox.11kn.at90%
Bowthruster250kW
_______________________________________________
2 THEPORTREGULATIONCHANGEASTHE
TRIGGERTOTHEPRESENTEDRESEARCHES
The major trigger of presented researches was
contradictory needs of two port user groups. From
oneside duringthesummer thereis highpassenger
trafficandfromtheotherthetypicalmerchanttraffic
existintheport.Passenger
shipstendstoberthclose
tothewaterwayandonthewaterwaybend,therefore
pilots and captains of large ships entering the port
complainedandinformedtheHarbourAuthoritythat
safety could be threatened. The main aim of
researches was finding the compromise between
thosetwousergroups.Therefore,the
majorresearch
question was related with the number and size of
ships that can be moored to Węglowe and Pilotowe
Quays(Fig.3).Additionallytheconditionswhensafe
operations could be realised will be defined.
Typically, in high season there are 3 ships of m/f
Monika type (L=26m, B
=6.5m) and one catamaran of
m/fJantartype(L=38,B=11,5m).
Figure3. The localisation of moored ships [Computer
simulation2012].
3 REALTIMEMANOEUVRINGSIMULATION
METHOD–LIMITEDTASKSIMULATOR
The real time simulation interactive method with
captains and pilots engaged in ships manoeuvring
trials was applied. This method is assumed as most
reliable and suitablein this kind of research studies
[Gucma 2013]. The so‐called limited task simulator
with
2D display was utilized in the researches. The
simulatorismadeandownedbyMaritimeUniversity
ofSzczecin[Gucma2013].Thehydrodynamicmodels
usedinthissimulatorisbasedondetailedandexact
characteristics parameters of hulls, propellers and
steering devices are known. Additionally real
manoeuvringcharacteristicsareusedfor
validationof
models.Themodelofm/fKołmaxusedinresearches
is based on modular methodology where all
influences like hull hydrodynamic forces, propeller
drag and steering equipment forces and given
external influences are modelled as separate forces
andattheendsummedasperpendicular,paralleland
rotationalones[Artyszuk
2005].
Figure4.Themainfunctionaldiagramofsimulationmodel
appliedinthisstudy.
The functional idea of the ship manoeuvring
simulation model is presented in Fig. 4. Interface of
modelistypical2Dnauticalchart–likeinterface(Fig.
5). The interface covers information of ships state
(position,coursespeed,yawetc),quayandshoreline
location, navigational markings, soundings, external
conditions,tug,andline
controlandcontrolelements
of the model. The model is implemented in Object
Pascalwith useofDelphi™environmentandVisual
C™withuseofC++language.Limitingto theusual
3DOFs (the horizontal planar motion), the ship
movement over the ground (thus the so‐called
dynamiceffect ofthe
watercurrent isintroduced)is
given by Artyszuk [Artyszuk 2005]. The most
importanthereisverificationofshipshydrodynamic
model. Usually the process is made to achieve less
than 10% error between model and real ship in
selectedtrialsliketurningtrial,zig‐zagandstopping‐
acceleration.
368
Figure5. The GUI of simulation model (tug control panel
activated).
4 STATISTICALMETHODSOFDATA
PROCESSING
Shiprealtimesimulatorsareverywidelyusedtoday
especially for training purposes. The hydrodynamic
models are becoming more and more reliable.
Without efficient statistical data processing, it is not
possible to draw proper conclusions from the
conductedexperiments.Usuallydifferentkindofdata
processing
analysisisappliedincasewhenhorizontal
andverticalshipsmovementisconsidered.
4.1 Safemanoeuvringareas–methodofsimulationresult
dataprocessing
The most important factor is safety horizontal area
needed for navigators for performing manoeuvres
[Gucma 2013, Irribaren 1999]. In single series of
simulation trials, the several
ships paths (two‐
dimensionalarea,whichoccupiestheshipinasingle
passage) can be obtained which depends on the
number of performed experiments. Statistical
processing of the simulation results allows
determining the statistical parameters necessary to
determinethesafemanoeuvringarea(SMA).
The characteristic values for the examined
waterwayare
areasoccupiedbyshipsdeterminedat
thelevelof(Fig.6):
1 maximum(extremeshipspositionsinalltrials),
2 average(definedasmeanSMA),
3 ongivenconfidencelevel(definedasSMA).
Analysis of simulations results, leads to
determination of horizontal safe manoeuvring area
parameters.Insimulationtests, these
parametersare
determinedbasedonwidthoftheship’strafficlane,
which is the area occupied by a single, ship during
performingspecificmanoeuvre.Trafficlane(socalled
PATH) is defined for given, specific ship and
manoeuvre,whereassafemanoeuvringarea(SMA)is
a term given to the different ships and
manoeuvres
(Fig. 6). In the Fig. 6 it is shown that safe
manoeuvring area exceeds available water area
(AWA)whatresultsinnecessityofintroducingsome
changes(likedredgingworks)toavoidaccidents.
Figure6. Definitionofthe ideas connected with horizontal
areastakenby ships (PATH –lane ofsingleship, AWA –
available water area, SMA – safe manoeuvre area on the
requiredconfidencelevel,D–navigationaldanger)
Safe manoeuvring area is the area in which the
probability of collision of the ship with the edge
and/orthebottom, ison the assumed,high level.In
thepolishmaritimewaterwaystudies,usually95%is
appliedintypicaloperationsand99%inmorecritical
operations such as in presence of
passengers of
dangerous cargo [Gucma 2009]. Condition of safe
navigationshallfulfildependency:
ii
dD
where:
D
i– widthi‐th pointof the waterwayatthe bottom
forsafedepth,
d
i
– width of safe manoeuvring area on defined
confidencelevel(1
).
Itshouldbenoticedthat generalpopulationwith
infinite number are all possible simulation trials of
particular ship on the water area at the same
hydrometeorological conditions. Whereas, sample
will be the series of simulation trials conducted
appropriatenumberoftimesatthesame conditions.
Thewidthofthesafe
manoeuvringareaoftheshipis
the range, which contain specified as a percentage
part (fraction) of the population general. It can be
defined accordingly to dependency that takes
advantagewithrangeofconfidenceterm:
lipidii
kkmd
where:
lipidi
mmm
oraccordingtoequivalentdependenceintheformof:
ilipi
ddd
for:
pipiip
kmd
and
liliil
kmd
where:
d
i
– widthofthesafemanoeuvringareaati‐thpoint
of the waterway defined on the confidence level
(1
);
m
di – meanofthesafemanoeuvringareawidth;
k
– factor dependent on fraction of general
369
populationp,whichshouldbetakenintoestimation
(forSMA95%assumedask=1,96);
m
li,mpi–mean from maximum distance of ship’s
pointstotheleftfromi‐thpointofthewaterway;
li,
pi–standard deviationsof maximumdistance of
ship’s points to the left from i‐th point of the
waterway;
d
il
,dip
–width of the right and the left safe
manoeuvre area at i‐th point of the waterway at
definedconfidencelevel(1
).
Figure7. Probabilistic method of defining the safe
manoeuvrearea(SMA)andtheprobabilityofshipoutside
theavailablewaterarea(AWA)
5 RESEARCHPLANANDRESEARCHES
The following four simulation series have been
plannedandthenconductedasrepresentativetothe
researchproblem:
1 zero wind conditions– for validation and
comparingofmanoeuvringareas;
2 entrancetotheportwithwindW10m/s;
3 entrancetotheportwithwindE
10m/s;
4 departurefromportwithwindW10m/s.
Currentspeedof theParsęta Riverwasmodelled
astypicalofmeanvalue1knoutbound.Waveeffects
was neglected. In all series the moored ships was
presented but they were modelled as “soft” which
meansthatshipsmodelcouldmove
overthemoored
ship without the effect of collision. This gives
opportunity to analyse also the passages when the
collisionoccurs.Thecaptainsperformingsimulations
wereinformedaboutthisandaskedtoavoidasmuch
as they can to “sail over” moored ships. In total 5
experiences captains and one pilot
were performing
thesimulations.The17shippassageswereperformed
foreachsimulationseries,whichmake68simulation
runsintotal(Fig.8).
Figure8.Thesinglesimulationpassageofenteringshipin
presenceofmooredships.
6 RESULTSOFSIMULATIONRESEARCHES
All the simulation trials have been conducted by
skilled captains and pilots having experience in this
kind of ships and manoeuvres. The simulation data
have been recorded and analysed. Analysis of
simulationresultswasmadeinbasisofonecriterion:
horizontalsafemanoeuvringareadimensionon
95%
level of confidence as typically used in maritime
operations [Gucma 2009, R0M 3.1‐99. 2007]. The
results from four aggregated series are presented in
Fig.9.
Figure9. Manoeuvring areas of four cumulative series (68
passages of m/f Ko łmax) during entrance and departure
fromKołobrzeg.
370
Table2. Selected parameters of manoeuvring areas for 3
chosensectionsofthewaterwaywithmooredships(values
inmeters)
_______________________________________________
Series Parametr Pilotowe Mid. PilotoweWęglowe
/Quay N Pilotowe S N
_______________________________________________
Series2
widthofSMA95% 41.5 35.5 31 30
widthofmeanSMA 24 22.6 20.3 18.7
standarddeviationSMA 4.73.32.72.8
Series3
widthofSMA95% 42 34.5 31 30
widthofmeanSMA 23.9 22.6 20.5 18.7
standarddeviationSMA 4.73.22.72.8
Series
4
widthofSMA95% 39 35.5 33.9 32.3
widthofmeanSMA 22.4 21.8 20.2 19.7
standarddeviationSMA 4 3.73.13
_______________________________________________
TheparametersfromTab.2wasusedtodetermine
the safe future waterway parameters for ships of
L=100m that canbe operated in presence of moored
ships.Theconfidencelevelforwaterwaymodel was
setas95%confidenceintervalbutthewaterwaywas
shiftedawayof themoored biggestship
(m/fJantar)
forthedistance guarantee99%of probabilityof safe
operation. The following formula was used to
determine the distance from waterway limits to
mooredshipbasedonconfidenceintervals:
99% 95%
3.29 1.96 5
m
dkks sm
where:
d
m–distancefrommodelwaterwaytomooredship,
s–standarddeviationofnormaldistributionofships
positionsdeterminedinsimulations,
k
99%–confidenceintervalsfornormaldistributionfor
99%.
As the result of above calculation and some
approximations, the model of safe waterway was
created (Fig. 10). The presented model waterway is
one of the major outputs from the study, since it
shows how in the future the waterway shall be
implemented.
Figure10.Suggestedparametersofnew waterwaytofulfil
alltheneedsofportusers
7 CONCLUSIONS
Presentedstudyshowedthepotentialusabilityofreal
timesimulationmethodsforcreationandadjustingof
the port regulations in quantitative way. Moreover,
suchmethodcouldbeusedtosolveconflictsbetween
user groups arising in port areas in objective way
withuseoftherealtimesimulationmethod.
Thereal
timesimulationmethodandappliedherelimitedtask
simulator proved its usability in port regulation
creation to increase the cost of port operations
withoutreducingthenavigationalsafetylevel.Some
precautions shall be taken into account like for
example:
Simulators are widely used tools but verification
shall
bemadeonthebeginningcoveredespecially
the simulation hydrodynamic model and
hydrometeorologicalconditions toadjust themas
muchaspossibletothereality.
The simulationmethod isoften usedas so called
“single ship passage study” so the results are
basedonsingleorverysmallgroupofsimulations
withoutstatisticaldataprocessingandwithoutthe
plan of experiments. Such approach is not
acceptable and the results achieved in such way,
evenbysophisticatedmodels,arequestionable.
Verygoodlinkshallbeestablishedbetweenpilots
with good local knowledge for validation and as
localknowledgefoundation.
So‐
called Super Captain (the person who knows
very well simulator and its limitations and has
significant knowledge about ship manoeuvring)
shallbeaskedforfinalvalidationofallsimulation
setup.
The presented study delivered several detailed
results formulated as conclusions (more than 15
detailedconclusionsweredrawn),whichweregiven
to
the Harbour Authority to include them after
legislation changes incorporated to the port
regulations.Suchdetailedremarkswereforexample:
1 ItispossibletoentershipsoflengthuptoL=90m
andwidthuptoB=12m(bothparametersmustbe
fulfilled at the same time) with moored ships of
breadth up to B=6.5m (m/f Monika type) on
Pilotowe Quay and moored m/f Jantar (breadth
equaltoB=11.5m)withwindupto10m/sfromany
direction.
2 ItispossibletoenterunitsoflengthuptoL=100m
andwidthuptoB=13m(bothparametersmustbe
fulfilledatthesame
time)withmooredshipofm/f
Monika type at Pilotowe Quay and moored m/f
Jantar in goodweatherconditions, i.e. with wind
upto4°B(8m/s)fromanydirection.
It should be noted that formulation of such
conclusions derived from simulation researches
shouldbemadeinspecialclearlanguagewith
some
legislationbackgroundmainlyto:
1 coverallpossibleshipsizes,
2 coverallpossiblemeteorologicalconditions,
3 coverallpossibleoperationalsituations,
4 belogicallyconsistentandunderstand,
5 must not contain inconsistent and contradictory
statements.
371
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