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1 An investigation into the feasibility of piloting large cruise ships to and from a proposed terminal within the Gold Coast Broadwater Part A Simulation Plan Captain John Watkinson Meridian Maritime Services 15 th November 2012
2 Contents 1. Introduction Objective Methodology Participating Parties and persons Physical Environment Channel Design Environmental Conditions Tides and Tidal Streams Winds Wave Climate Design Ships Simulation Program Definition of Safe Navigation Ship s Position in Channel Use of Ship s internal Forces Ship Pilot/Operator Navigational Risk Assessment Attachments 1 Plan of Gold Coast Seaway and proposed Terminal location. 2 - Tidal Stream Atlas 3 - BOM Wind/Weather Statistics 3a - Annual mean wind rose for 0900hours0. 3b -Annual Mean wind rose for 1500hours 4 - Run Sheets Part A Simulation Plan Page 2 of 9
3 1. Introduction The Gold Coast City Council has recently decided to investigate the feasibility of navigating large cruise vessels to a proposed terminal within the Gold Coast Broadwater 1. This plan will provide the basis for undertaking real time navigation simulation of a number of selected vessels entering and departing the study area in a variety of operational situations. This plan will recognise and in some cases build upon previous similar studies undertaken at another simulation establishment. Previous Studies Two previous studies/simulations into the navigation and pilotage of cruise vessels into and out of the seaway to a proposed terminal situated at the NW corner of the Spit, were conducted in November 2004 and August Both simulations were commissioned by the Queensland Government and carried out at the Star Cruises Ship Simulator at Port Klang, Malaysia. Both studies generally concluded that well equipped cruise vessels of less than 300mLOA 2 could access the Port in nearly all weather conditions that the Port normally experiences. 2. Objective To determine the feasibility of navigating selected cruise ships to and from the proposed terminal within the Gold Coast Broadwater in the most safe and effective way having regard to the proposed limits and depths of the dredged areas and real time environmental forces. The study will be divided into the following components: i) To determine the safe operational limits for selected vessels arriving and departing at the terminal facility. ii) To determine the safe operational limits for selected vessels navigating all access channels including the seaway. iii) To determine the best physical positioning of the berth from a navigational point of view. iv) To determine the minimum safe physical characteristics of all access channels and maneuvering areas required to support objectives i) and ii). 1 See Attachment 1 - option 3. 2 LOA Length Overall Part A Simulation Plan Page 3 of 9
4 3. Methodology The study will be undertaken at Smartship Australia in Brisbane from the 26 th to 30 th November All simulators at Smartship Australia are high fidelity Full Mission Bridge simulators recognized as world class and well regarded in the use of modern bridge training techniques and the application to complex developmental projects. All simulators are equipped with SAM Electronics bridge equipment and systems 3. This equipment consists of advanced integrated electronic bridge systems providing enhanced arrangements to assist in the handling, maneuvering and navigation of vessels particularly in confined waters. The study will use Smartship s primary simulator, which is fitted with bride wings that allows greater fidelity and situational awareness for the pilot and bridge crew. Part of the simulation on day 1 will be used to familiarise all participants with the objectives and plan and carry out tests to ensure validity of the data model. 4. Participating Parties and persons For Gold Coast City Council Mr. Darren Stewart Mr. Michael Parish Mr. Luke Adair Other Officials as advised Manager Major Projects Executive Coordinator Program and Project Delivery. Coordinator Major Projects For Smartship Australia Captain Peter Listrup Captain Jeremy Brew Mr. Hugh Ferrer Director and Principal Instructor Senior Instructor Systems and Technical Manager For Maritime Safety Queensland Captain Richard Johnson Captain Trond Kildal Regional Harbour Master Brisbane Pilot Manager, Cairns For Gold Coast Waterways Authority Mr. Russell Witt A/CEO Gold Coast Waterways Authority For Meridian Maritime Services Captain John Watkinson Maritime Advisor and Simulation Project Coordinator For Brisbane Marine Pilots Captain Graham Stratton Senior Pilot 3 SAM Electronics bridge systems are fitted to over 90% of the worlds current cruise fleet. Part A Simulation Plan Page 4 of 9
5 5. Physical Environment. The area to be included in this study will generally cover a footprint extending from approximately 2nm 4 seaward of the Seaway and include all physical aspects and attributes that would normally be seen from the bridge of a ship entering and departing from the proposed cruise terminal situated just north of Seaworld 5. Greater detail will be more focused in those areas required for safe navigation, e.g. dredged channels. 5.1 Channel Design The concept access channels will be divided into four distinct areas ie. 1. Approach Channel (the channel seaward of the Seaway breakwaters) 2. Seaway Channel (area within the Seaway breakwaters) 3. Channel Bend (the curved channel joining channels 2 and 4.) 4. South Channel (the channel joining 3 and the swing basin off the terminal) The designed access channels for simulation will be initially set with the following parameters which in part was recommended from the previous studies: Channel width for the Approach, Seaway and the South Channels =130m. Swing Basin Diameter = 500m Navigation depth for all channels and swing basins = -12mLAT. Channel between Wavebreak Island and western extremity of the Spit = 210m (Channel Bend) Batter slopes 6 1v:6h(vertical:horizontal) offshore of the seaway training walls. 1v:4h(vertical:horizontal) inner channel and swing basin. Channel depths, alignments, widths and maneuvering areas will be adjusted during the simulations if required. It should be noted that the above design criteria has been set without fully considering PIANC 7 guidelines. All criteria will be subject to and considered in detail with PIANC guidelines after completion of the simulation exercises. 4 Nautical Miles 5 See Attachment 1. 6 Derived from Dredging Strategy Report conducted in support of the EIS 2006 by GHD, will be further considered after completion of the simulation exercises. 7 PIANC Permanent International Association of Navigation Congresses. An Association that inter alia, sets guidelines for Approach Channel Design Parameters. Part A Simulation Plan Page 5 of 9
6 6. Environmental Conditions 6.1 Tides and Tidal Streams The tides at the Seaway are typically semi-diurnal and tidal planes for the site are briefly summarized in Table 1. Table 1 Tidal Planes for the Gold Coast Seaway Tidal Plane Acronym Water Level above LAT Highest Astronomical Tide HAT 1.89 Mean High Water Springs MHWS 1.41 Mean High Water Neaps MHWN 1.15 Mean Sea Level MSL 0.85 Mean Low Water Neaps MLWN 0.49 Mean Low Water Springs MLWS 0.23 Lowest Astronomical Tide LAT 0.00 A hydrodynamic model was created by the GCCC and this model forms the basis of the tides and tidal streams built in to the Gold Coast Port Data Base. For the purposes of the simulation exercise, tidal streams are selected and input in real time according to the time that is nominated for the commencement of the simulation. Further, peak tidal velocities may be input manually to focus on particular pilotage areas. An additional tidal stream of 0.5kts to the north will be input manually to represent general northerly drift in the approach channel and beyond. Tidal stream velocities and vectors are shown on the tidal atlas in Attachment 2 and summarised in Table2. Table2 Maximum tidal stream in Knots Tidal Stream direction Tidal Streams at Indicated Locations. Approach Channel Flood Ebb Seaway Channel Flood Ebb Channel Bend Flood Ebb Winds Wind records are sourced from the Bureau of Meteorology by way of a recording station located at the Seaway. Wind statistics in Attachment 3 graphically illustrate annual, summer and winter data. Wind Roses in Appendix 3a and 3b illustrate mean annual wind speed/direction for 0900 hours and 1500 hours respectively. Predominate winds in the summer at the seaway are generally from the South to South East with strengths in some, albeit lesser periods of 30+knots. Winds from the western sector are very limited. Part A Simulation Plan Page 6 of 9
7 Winter winds are characteristically from a southerly direction but with a significant reduction in wind speed. Most simulation runs will be conducted with winds from the southeast of varying strength up to a maximum force where the ship cannot be safely handled. Wind conditions will be combined with real time tidal streams and increased to a level to represent the worst conditions for entry, departure and maneuvering. Some runs will be undertaken with winds from the north and east and will be increased as determined to provide the worst conditions on the day. All wind conditions will be constant (including gusting) for each run and will be input manually. 6.3 Wave Climate The Approach Channel from the pilot boarding ground offshore of the seaway breakwaters is characterized by varying wave regimes. The Approach channel is exposed to a more severe wave climate than the area between the seaway walls and this further diminishes as the distance from Wavebreak Island reduces. No significant wave data will be used or input from The Bend into the Broadwater proper. Wave heights and direction will be taken from the Hydrodynamic model or otherwise input manually in ascending heights with a 12 sec period from various directions that would provide the worst and limiting conditions for vessels entering and departing the inner and outer sections of the entrance channel. 7. Design Ships The simulation study will use five different cruise ships representing vessels that are or about to trade in Australian waters and are available as validated models at the Smartship facility in Brisbane. The five ships were also selected to provide the best range of size and propulsion systems that could be simulated over the time available. The selected ships are: Name Length Beam Draft Propulsion Thrusters Pacific Dawn/Jewel Twin prop. 2x1.8mW bow 245m 32.3m 7.83m (Regal Princess) Single rudder 2x2.08mW stern Queen Victoria 294m 32.26m 8.0m Twin Azipod 3x2.2mW bow Emerald Princess 289m 36.05m 8.5m Twin prop. 3x2.2mW bow Twin rudders 3x1.7mW stern Queen Mary 2 345m 41m 10.4m Twin Azipod Twin fixed 3x3.2mW bow Voyager of the Seas m 38.6m 8.6m Twin Azipod Single fixed 4x3.omW bow Part A Simulation Plan Page 7 of 9
8 8. Simulation Program The program for all simulation exercises will broadly align with the following timetable and the run sheets at attachment 4: Day 1 Initial briefing and familiarization with the Gold Coast Port model and selected ships and their equipment. Validation of the Port Model if untested prior to Day 1. Commence simulation exercises using Emerald Princess as per run sheets. Day 2 Simulation with Queen Victoria As per run sheet Day 3 Simulation with Voyager of the Seas Review Day 1 and 2, determine and modify run sheets if required. Day 4 Simulation with Pacific Dawn and Queen Mary 2 As per run sheet Day 5 Review all simulation runs, re test any simulation if required. Undertake variation to runs if required by Client and/or Harbour Master. Consider results and agree findings and further steps. Notes: a) All simulation exercises will be run in simulated daylight conditions. b) Arriving vessels will normally commence simulation runs approximately 2nm from the southern breakwater. c) Departing vessels will generally complete simulation as soon as vessel is steady on outbound heading. d) The simulation area will generally be identified as The Port. e) All simulation exercises will be performed without tug assistance. f) Exercise runs will nominally align with the run sheets however runs will be altered or amended if required on the results of previous exercises. Part A Simulation Plan Page 8 of 9
9 9. Definition of Safe Navigation The assessment of safe navigation for the simulation exercise is determined by noting the dimensions of each ship to ensure it will remain within the limits and criteria as determined in the following three categories: 9.1 Ship s Position in Channel Ship s swept path not to encroach within one beams width of the channel toe lines Maximum increase in draft when underway = 1.4m. or 2.0m in the Approach Channel Maximum increase in draft due to heeling = 1.0m. Maximum increase in draft due to squat = 1.0m. 9.2 Use of Ship s internal Forces. Speed in inner channels not to exceed 10knots. Use of the rudder limited to 20 degrees. Periods of 60 seconds in excess of this amount will be considered to be outside of safe limits. Use of engines/propulsion limited to provide agreed safe speeds but not to exceed 50% of power. Periods of 60 seconds in excess of this amount will be considered to be outside safe limits. Use of thrusters in the channel and when ship s speed exceeds 6 knots will be considered to be outside safe limits. 9.3 Ship Pilot/Operator Navigational Risk Assessment. This is a subjective assessment of each simulation exercise made by the Pilot, Observer and if necessary the Instructor based on their practical experience in regard to details of the particular run including the handling, behavior and operational aspects of the ship navigating within the port. Part A Simulation Plan Page 9 of 9
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11 Attachment 2 TIDAL ATLAS: Tidal speed and direction are illustrated below for both flood and ebb tides for both the base case and Option 3. The base case does not include any dredging associated with a potential cruise terminal and Option 3 includes dredging associated with the development of a cruise terminal on the site immediately north of Seaworld. The dredged channel to accommodate Option 3 includes approx. 3.7M m3 of dredging to develop a channel of 130m wide. The depth of the channel varies slightly along its length. Offshore of the Seaway the channel depth is 13m below LAT (-13.76m AHD), inside the Seaway the depth is 12.5m LAT (-13.25m AHD) and 11m LAT in the South Channel (-11.76m AHD). The tidal velocities indicated in the document are for a Spring Tide which exhibits close to HAT and LAT characteristics. This will derive the maximum tidal velocities expected under normal tidal cycles without any climate change allowances. The images displayed in this document are snap shots in time at a specified time step. The image below is a time series plot of the modelled tide. The red line is the water level and the green line is the tidal speed in the middle of the Seaway. The figure shows a maximum flood tide velocity of approx. 1.4m/s at approx. 6:40am. The maximum ebb tide velocity of 1.6m/s arrives at 1:15pm on the 11 January Maximum velocities vary within the modelled area and those plotted in the time series below are indicative of that single cell only.
12 Base Case Flood Tide:
13 Base Case Ebb Tide:
14 Option 3 Flood Tide
15 Option 3 Ebb Tide
16 Wider Area Images: Base Case Flood Tide:
17 Base Case Ebb Tide:
18 Option 3 Flood Tide
19 Option 3 Ebb Tide
20 Current information in the open ocean external to the Seaway has been developed. This information is sourced from a regional scale hydrodynamic model extending along the Gold Coast coastline. This information illustrates the direction of the current in the Ocean during both a flood and ebb tide. Base Flood Tide
21 Base Ebb Tide
22
23 10% 20% 30% Rose of Wind direction versus Wind speed in km/h (01 Dec 1991 to 30 Sep 2010) Custom times selected, refer to attached note for details GOLD COAST SEAWAY Site No: Opened Jan 1987 Still Open Latitude: Longitude: Elevation 2.9m An asterisk (*) indicates that calm is less than 0.5%. Other important info about this analysis is available in the accompanying notes. NW N NE CALM km/h W CALM E SW SE S >= 0 and < 10 >= 10 and < 20 >= 30 and < 40 >= 20 and < 30 >= 40 9 am 6511 Total Observations Calm 1% Copyright Commonwealth of Australia Prepared on 29 Mar 2012 Prepared by National Climate Centre of the Bureau of Meteorology. Contact us by phone on (03) , by fax on (03) , or by on climatedata@bom.gov.au We have taken all due care but cannot provide any warranty nor accept any liability for this information. TCZANNUAL Page 1
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25 GOLD COAST - SIMULATION RUN PLAN. DAY 1 RUN SHIP WIND TIDE PILOT BERTH MODEL SHIP NAME FROM - TO SIDE DIREC SPEED Knots MOVE DURATIO N REMARKS Emerald Princess Sea to Terminal SE 10 Slack SST Familiarisation and Validation, check control turn at Wavebreak- set speed Emerald Princess Sea to Terminal SE 10 Ebb SST Validation, introduce tide at half tide cycle at Wavebreak Emerald Princess Sea to Terminal SE 20 Flood SST Flood at half tide cycle at Wavebreak Emerald Princess Sea to Terminal SE 20 Flood SST Peak food tide at Wavebreak. Outside swell Test movement Emerald Princess Sea to Terminal SE 25 Flood SST Peak food tide at Wavebreak. Outside wave climate 2.5m@12secs. Test movement Emerald Princess Sea to Terminal SE 30 Flood SST Peak food tide at Wavebreak. This run dependent on results of run Emerald Princess Terminal to Sea SE 20 Ebb PST Ebb at half tide cycle at Wavebreak Emerald Princess Terminal to Sea SE 25 Ebb SST Peak Ebb at Wavebreak
26 GOLD COAST - SIMULATION RUN PLAN DAY 2 SHIP WIND TIDE BERTH PILOT RUN MODEL SHIP NAME FROM - TO DIREC SPEED Knots Queen Victoria Sea to Terminal SE 30 Flood SST Queen Victoria Sea to Terminal E 20 Flood PST Queen Victoria Sea to Terminal N 20 Flood SST Queen Victoria Terminal to Sea S 25 Ebb PST Queen Victoria Terminal to Sea E 20 Ebb SST Queen Victoria Terminal to Sea SE 30 Ebb PST Queen Victoria 8 SIDE MOVE DURATIO N Peak Flood at Wavebreak and wind dependant on Da dependant on results day 1. Peak Flood at Wavebreak Continue outside wave climate test from run 1. Check Speed and Turn Check speed and ability to stay in inner channel REMARKS Check swing with upper limit wind strength and speed Determine other runs as required from previous exerc
27 GOLD COAST - SIMULATION RUN PLAN. DAY 3 SHIP RUN MODEL SHIP NAME FROM - TO DIREC WIND SPEED Knots TIDE BERTH SIDE PILOT MOVE DURATIO N REMARKS VOYAGER of the SEAS Sea to Terminal E 25 Flood VOYAGER of the SEAS Sea to Terminal E 25 Flood VOYAGER of the SEAS Sea to Terminal SE 25 Flood NA Check UKC with outside wave climate 2.5m NA Check UKC with outside wave climate 3.0m NA Depending on results of Runs 1 & 2, Check upper limit wave clim VOYAGER of the SEAS Sea to Terminal SE 30 Flood SST Peak Flood at Wavebreak VOYAGER of the SEAS Sea to Terminal N 20 Flood PST Peak Flood at Wavebreak VOYAGER of the SEAS Sea to Terminal E 25 Flood SST Peak Flood at Wavebreak, check ability to keep to inner channel VOYAGER of the SEAS Terminal to Sea E 30 Ebb SST Peak ebb at Wavebreak, check ability to keep to inner channel, c VOYAGER of the SEAS Terminal to Sea SE 30 Ebb SST Peak ebb at Wavebreak, check ability to keep to inner channel, c
28 GOLD COAST - SIMULATION RUN PLAN. DAY 4 SHIP RUN MODEL SHIP NAME FROM - TO DIREC WIND SPEED Knots TIDE BERTH SIDE PILOT MOVE DURATION REMARKS PACIFIC DAWN (REGAL PRINCESS) PACIFIC DAWN (REGAL PRINCESS) PACIFIC DAWN (REGAL PRINCESS) PACIFIC DAWN (REGAL PRINCESS) Sea to Terminal SE 25 Flood SST Peak flood at Wavebreak, Check ability to steer and kee Sea to Terminal SE 30 Flood SST Peak flood at Wavebreak, Check ability to steer and kee Check for upper limit wind speed. Terminal to sea S 25 Ebb SST Peak Ebb at Wavebreak, check ability to steer and maint Terminal to sea E 25 Ebb SST Peak Ebb at Wavebreak, check ability to steer and maint QUEEN MARY 2 Sea to Terminal SE 25 Flood NA QUEEN MARY 2 Sea to Terminal E 30 Flood NA QUEEN MARY 2 Sea to Terminal SE 25 Flood SST QUEEN MARY 2 Sea to Terminal SE 30 Flood PST QUEEN MARY 2 Terminal to sea E 25 Ebb PST Check UKC with outside wave Dependanton results of run 5 and previous days, check f Peak flood at Wavebreak, check swept path on turn and Peak flood at Wavebreak, check swept path on turn. Peak Ebb at Wavebreak, check ability to steer and maint
29 GOLD COAST - SIMULATION RUN PLAN. DAY 5 RUN SHIP MODEL SHIP NAME DIREC WIND SPEED Knots TIDE BERTH SIDE PILOT MOVE DURATIO N REMARKS 1 TBD All Runs undertaken on Day 5 will be determined by results of prev concerning and covering upper operational limits
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