Assessment Simulation study, Phase 2. Port of Roenne. FORCE / Rev. B
|
|
- Corey Grant
- 6 years ago
- Views:
Transcription
1 / Rev. B
2
3 i LIST OF CONTENTS: PAGE: 0. EXECUTIVE SUMMARY INTRODUCTION General Objectives SUMMARY Observations General Weather conditions Navigation CONCLUSIONS AND RECOMMENDATIONS General Conclusions General Bulk Carrier, quay B and C LPG Carrier, quay D m Cruise vessel, quay 28/ m Fast-Ferry Cruise vessel, conventional driven, quay A and B Cruise vessel, AziPod driven, quay A and B Recommendations METHODOLOGY Set-up, simulations and debriefing Outcome AREA DEFINITION phase 2 area Area model description Water depths Current Wind Waves DESIGN SHIPS Ships Ship 3206 particulars Ship 3427 particulars Ship 3555 particulars Ship 3674 particulars Ship 3655 particulars Ship 3558 particulars Simulation procedure Output from simulations DOCUMENTATION OF SIMULATIONS RUN LIST GEOGRAPHICAL PLOTS OF MANOEUVRES AND COMMENTS Report phase 2 final
4 ii APPENDICES: I: Plots and Time Series II: Ship Descriptions III: Area database description IV: Wind definitions in simulator V: Evaluation Analysis Ronne phase2 Instructor and Pilot Report phase 2 final
5 1 0. Executive summary FORCE Technology, Division for Maritime Industry (DMI) has been contracted by Port of Roenne through NIRAS A/S to conduct a qualitative full-mission simulation study in order to assess the new layout of, phase 2. The phase 2 consists of: Removal of old breakwaters New breakwaters New turning basin Two new multipurpose quays An LNG terminal at the inside of the south breakwater See Figure 1-1 for the new phase 2 layout with names for each quay. The simulations were carried out during the period 9 th of October to 14 th of October Two Cruise vessels were used to evaluate the new Cruise terminal in the northern part of the port and the multipurpose quay at the southern part of the port. One small Cruise vessel was used to evaluate arrival/departure from quay 28 and 29. One Bulk Carrier was used to evaluate arrival/departure from quay B and C. One LPG Carrier was used to evaluate arrival/departure from quay D. One Fast-Ferry was used to evaluate arrival/departure conditions through the new harbour basin. The background of the study is that wish to expand in order to allow large Cruise vessels into the port along with the other commercial traffic such as Bulk vessels and LNG vessels. At the same time, the existing ferries from Ystad should not be affected. The present study is the second phase of the expansion of. NIRAS has delivered drawings and information on wind, current and waves in the form of statistics and Mike21 calculations. The outcome of the simulations was: The phase 2 layout is well designed and suitable for the ships tested. The operational limit for calling at the port is the vessels ability to manoeuver, including number and size of assisting tugs, and not the proposed port design. The distance between the breakwaters is adequate for safe passage of the vessels tested. Entering or leaving the port in the tested wave patterns, current directions and speeds with the design vessels tested was viable. The turning basin is sufficient for the vessels tested even with vessels berthed at either side. If the vessels can be lifted off the berth on departure, they can also depart from the port. See specific conclusions and recommendations in section 3. Report phase 2 final
6 2 1. Introduction 1.1. General FORCE Technology, Division for Maritime Industry (DMI) has been contracted by through NIRAS A/S regarding an assessment of the phase 2 development of. The assessment should address future environmental limitations of arriving to or departing from the new with different vessel types to and from different quays. The objective of the study is to establish the information required to assess the phase 2 development of with respect to the environmental influence, i.e. wind, current and waves, from a navigational perspective. A qualitative full-mission simulation study was set up in order to assess the environmental limits. The simulations were carried out in week 40 (Sunday) and week 41, 2016 (9 th to 14 th of October). The layout of phase 2 of is shown in Figure 1-1 below. Data for the study were delivered by NIRAS in the form of drawings of the layout and calculations of current and waves based on a normal situation, i.e. two-year return period. Figure 1-1 The phase 2 of Report phase 2 final
7 Objectives The nautical simulations for have the following objectives: Assess the viability of arrival and departure to/from quay A and B with large Cruise vessels ( Voyager, 311 m, and Princess, 306 m) under influence of wind, current and waves. Assess the viability of arrival and departure to/from quay 28/29 with medium size Cruise vessel ( Costa Classica, 220 m) under influence of wind, current and waves. Assess the viability of arrival and departure to/from quay B and C with Bulk Carrier under influence of wind, current and waves. Assess the viability of arrival and departure to/from quay D with an LPG Carrier under influence of wind, current and waves. Assess whether the new port design with Cruise vessels alongside all Cruise terminals will impede safe operation of Fast Ferries to and from the Fast-Ferry Terminal in the northeastern part of the port. Report phase 2 final
8 4 2. Summary For carrying out the study, a database of phase 2 of was generated including new bathymetries, new breakwaters and new quays. The database was generated on the basis of data received from NIRAS. A database consists of two types of data: 2D data describing the depth, current, wind and waves. Land contours, buoys and lighthouses are also represented in the 2D description. 3D data describing the visual model of the area in question, including land, navigation lights, buoys, marks etc. Photo textures are applied to all fixed or moving objects, thus creating a highly realistic view out of the bridge windows. The ship models representing the vessels used in the simulations were: The simulations were conducted with: Table 2-1 Vessels used in the simulations Wind: from NW, SW, S, NE, W, N, SE up to 24 m/s, dependent on vessel and berth to be simulated. Current: N-going or S-going with factors up to 2.0 corresponding to 0.6 m/s (1.2 kn) N-going and 0.5 m/s (1.0 kn) S-going (see current charts in Appendix III). Waves: from NW or SW up to 3.0 m and periods up to 6s. (see wave charts in Appendix III). A program for the simulations was developed by FORCE Technology based on information from and accepted by prior to the simulations. Additional runs were developed during the simulations based on findings and the participants requests. See list of runs in section 7. The following participated in the simulations: Henrik Sørensen Captain RCCL Poul Pedersen Captain Mols-Linien Henrik Laursen Captain Mols-Linien Klaus Lind Pilot DanPilot Ulla Kiersgaard Head of Maritime Services Niels Lundberg Cruise & Security Manager Reno Kure Traffic Coordinator Jess Persson Board member Arne Mejer Senior Instructor, Captain FORCE Technology Niels Arndal Senior Project Manager, M. Sc. FORCE Technology Allan Walbum Facility Manager, Marine Eng. FORCE Technology Table 2-2 Participants Report phase 2 final
9 Observations General During the six days study, a total of 60 evaluation simulations were carried out. For the purpose of this study alone, the different quays were named as can be seen in Figure 2-1. Figure 2-1 Naming of the different quays. After each run, the Captains or the Pilot filled in a form with their comments on the executed run. These, together with the FORCE Instructor s evaluation of the run, form the basis for conclusions on the runs. After each day s simulation runs, results and evaluations were summed up, and a joint conclusion on the runs was made. The comments on each run from the Captains and the Pilot can be found in Appendix A Weather conditions The wind directions used in the simulations were chosen as representing the worst possible directions, i.e. wind across the vessel s course during approach, departure or manoeuvring alongside, and the most frequent directions, i.e. wind from westerly directions. This was agreed with the participants. The current was chosen as the worst possible direction across the entrance. The simulations were carried out in: Winds: up to 24 m/s Current: up to 1.2 knots Waves: up to Hs of 3 m Report phase 2 final
10 Navigation Bulk Carrier Seven arrival and three departure simulations were carried out to/from quay B and C with the Bulk Carrier. During the manoeuvring, the vessel was assisted by two 60 Tons Bollard Pull (TBP) tugs. The strategy for arrival was to maintain a relatively high speed through the breakwaters in order to negotiate the forces of wind and current. One tug was connected in centrelead aft to check the speed and assist in steering. The vessel was then stopped in the port, turned 180 deg. and manoeuvred stern first to the berth. The second tug connected when the vessel was inside the breakwaters. In the run with southwestern wind, the vessel came close to the western breakwater when reversing the engine in order to check the speed. Keeping the vessel easterly in the leading line during the approach counteracted this tendency. The runs were all carried out in a controlled and safe manner. The strategy for departure was to let the tugs pull the vessel sideways from the berth, turn the bow towards the entrance and sail straight out. The Bulk Carrier was tested in wind conditions: Southwest 14 and 16 m/s West 18 m/s Northwest 16 and 18 m/s Northeast 18 m/s South 18 m/s LPG Carrier Five arrival and two departure simulations were carried out to and from quay D with the LPG tanker. In four of the runs, a 13 TBP tug was assisting during berthing. The strategy for arrival was to maintain a relatively high speed through the breakwaters in order to negotiate the forces of wind and current. The vessel was then stopped in the port, turned 180 deg. and manoeuvred stern first to the berth. The tug was pushing amidships when assisting. The strategy for departure was to let the tug pull the vessel sideways from the berth, manoeuvre stern first to the turning basin and turn the vessel 180 deg., aim the bow towards the entrance and sail straight out. The runs were all carried out in a controlled and safe manner. In Run 205, the vessel came very close to the western breakwater. The approach strategy was then changed, and the vessel was berthed after conducting a 360 turn to starboard. Entry into and manoeuvring in the port is possible, but in strong winds the final pushing/pulling against the wind is the limiting factor. This is dependent on the power of the tugs used. The LPG Carrier was tested in wind conditions: Southwest 14, 16, 18 and 20 m/s Northeast 20 m/s Report phase 2 final
11 m Cruise vessel Eight arrival and two departure simulations were carried out to and from quay 28/29 with the 220 m Cruise vessel. The strategy for arrival was to maintain a relatively high speed through the breakwaters in order to negotiate the forces of wind and current. The vessel was then stopped inside the port, turned approximately 30 deg. to starboard and manoeuvred stern first to the berth. In two runs, the turn to starboard was carried out in the eastern part of the port, and in one run, the vessel was sailed through a port turn to the berth and moored with port side alongside. Approach, stopping and turning in the port could be carried out safely in all runs, and departure runs were also carried out safely. Some close passages of the breakwaters due to unfamiliarity with the port, simulator and vessels occurred, but the limitation during the final berthing manoeuvre was the thruster capacity of the vessel. The 220 m Cruise vessel was tested in wind conditions: Southwest 10, 12 and 16 m/s Northwest 10 m/s North 18 m/s Northeast 14 m/s m Fast-Ferry (HSC) Seven arrival and four departure simulations were carried out to and from the port with the 113 m Fast-Ferry. The speed was kept low at about 7 knots when passing the breakwaters. In some runs, this gave a very large drift angle, but this was handled safely due to the available distance between the breakwaters. Passage through the port was controlled and safe and not affected by the moored Cruise vessels at berth A and the old Cruise terminal. The runs were stopped when the vessel was in position to commence the final approach to the berth. The departures were controlled and safe. The 113 m Fast-Ferry was tested in wind conditions: Southwest 16, 20 and 24 m/s Northwest 20 m/s Northeast 20 and 22 m/s East 20 m/s Southeast 20 and 22 m/s Conventional Cruise vessel Eight arrival and three departure simulations were carried out to and from quay A and B with the conventional Cruise vessel. The approach, passage of the breakwaters and stopping inside the port was carried out safely and controlled in all runs. The port design gave sufficient space for turning and manoeuvring towards the berths. Report phase 2 final
12 8 The thruster power of the vessel sets the limit in terms of wind speeds. Exposed to perpendicular winds, the thrusters are able to cope with a maximum wind of 14 m/s. During departure runs, the eastern breakwater was passed too close. This was due to inexperience with the vessel and the limited visual view of objects close to the bow of the simulated vessel. The conventional Cruise vessel was tested in wind conditions: Southwest 14, 16, 18 and 20 m/s Northwest 18 m/s Northeast 16 and 18 m/s Azipod Cruise vessel Nine arrival and two departure simulations were carried out to and from quay A and B with the Azipod Cruise vessel. This vessel is very powerful, and the approach, passage of the breakwaters and stopping inside the port was carried out safely and controlled in all runs. The port design gave sufficient space for turning and manoeuvring towards the berth. The vessel could cope with perpendicular winds up to 20 m/s. In run 611 during departure from berth A, an alternative departure strategy was tried, but due to inexperience with the Azipod manoeuvring system of the vessel, the vessel came too close to the Cruise vessel at the old Cruise terminal at first and subsequently grounded at the eastern breakwater. The remaining departures in similar environmental conditions were controlled and safe. The Azipod Cruise vessel was tested in wind conditions: Southwest 18, 20 and 24 m/s Northwest 20 m/s Northeast 18 and 20 m/s Southeast 20 m/s Report phase 2 final
13 9 3. Conclusions and recommendations 3.1. General The simulations demonstrated that the layout of the phase 2 of the development of is excellent for the purpose of receiving vessels as the simulated types and sizes, i.e. Tankers, Bulkers, Fast Ferries and Cruise vessels. It is merely the manoeuvring abilities of the vessels that set the limitation, not the layout of the port Conclusions General The distance between the breakwaters is adequate for safe passage of the vessels tested. Entering or leaving the port in the tested wave patterns and current directions and speeds with the design vessels tested was viable. The turning basin is sufficient for the vessels tested even with vessels berthed at either side. The port is well designed and is suitable for the vessels tested. The operational limit for calling at the port is the vessels ability to manoeuver, including number and size of assisting tugs, and not the proposed port design. If the vessels can be lifted off the berth on departure, they can also depart from the port Bulk Carrier, quay B and C The simulated Bulk Carrier can arrive safely at the port when assisted by two 60 TBP tugs in wind speeds up to 16 m/s irrespective of the wind direction, northwest- or southeast-going current up to 1.2 knot and waves up to Hs 3.0 m LPG Carrier, quay D The simulated LPG Carrier can arrive safely at the port in wind speeds up to 16 m/s irrespective of the wind direction, northwest- or southeast-going current up to 1.2 knot and waves up to Hs 3.0 m. The vessel can arrive safely at the port when assisted by one 13 TBP tug in wind speeds up to 18 m/s irrespective of the wind direction m Cruise vessel, quay 28/29 The simulated 220 m Cruise vessel with conventional propulsion can arrive safely at the port in wind speeds up to 10 m/s from all directions, northwest- or southeast-going current up to 1.0 knot and waves up to Hs 2.0 m. Tug assistance will be needed in higher wind speeds m Fast-Ferry The new port design with Cruise vessels alongside all Cruise terminals does not impede safe operation of Fast Ferries to and from the Fast-Ferry terminal in the northeastern part of the port in wind speeds up to 22 m/s irrespective of the wind direction, northwest- or southeast-going current up to 1.2 knot and waves up to Hs 3.0 m Cruise vessel, conventional driven, quay A and B The simulated Cruise vessel with conventional propulsion can arrive safely at the port in wind speeds up to 14 m/s from all directions, northwest- or southeast-going current up to 1.2 knot and waves up to Hs 3.0 m. Report phase 2 final
14 Cruise vessel, AziPod driven, quay A and B The simulated Azimuth Cruise vessel can arrive safely at the port in wind speeds up to 20 m/s irrespective of the wind direction, northwest- or southeast-going current up to 1.2 knot and waves up to Hs 3.0 m Recommendations It is recommended to: Place a sector light on the northern breakwater to mark shallow water to the north Place a leading light for the entrance That two tugs of 60 TBP be available for the Bulker under all conditions as Bulk Carriers usually are poorly equipped with only one rudder/propeller and no bow or stern thrusters. The tugs are either needed for checking the speed and assist pushing/pulling the Bulk Carrier to/from the quay. Report phase 2 final
15 11 4. Methodology In order to find the limiting conditions for safe arrival to the new phase 2 of with Cruise vessels, Bulk Carriers, LPG Carrier and a Fast-Ferry, a number of real-time simulations were set up. The scenarios were created to simulate the worst and the prevailing conditions. One layout of phase 2 of was set up. New bathymetries were implemented into the database along with new current and wave information. Three Cruise vessels, one Fast-Ferry, one Bulk Carrier and one LPG Carrier were chosen from FORCE Technology s vessel database to be used. Real-time simulations were conducted by Captains and local Pilots in order to assess (from a navigation point of view) the layout of the new port. The results of the study were then used to define under which conditions safe arrival could be carried out Set-up, simulations and debriefing To set up the simulations, a run matrix (see section 7) was created with combinations of: Layout Wind Current Tide Banks Vessel These scenarios were then set up in the simulator, and Pilots and Captains conducted the runs in one of FORCE Technology s simulator bridges as described in section 6.8. During a run, all relevant parameters were logged for later replay, for example: Speed Under keel clearance Squat Heave Roll Pitch Etc. After each run, the Captains/Pilots and the Instructor filled in an evaluation sheet with an evaluation of the run and comments describing their opinions on safety, performance etc. After each day of simulations, a debriefing meeting was held with the participants. During this meeting, findings from the day were discussed along with conclusions and recommendations. In addition, the program for the next day was discussed. Report phase 2 final
16 Outcome The outcome of the simulations are conclusions and recommendations based on the conducted simulations which are written down in this report. The report will address: Objective Summary Description of environmental conditions and vessels List of simulations carried out Documentation of simulator runs: Track plots and Captain s comments Conclusions and recommendations and documentation of operational limits for the defined cases Report phase 2 final
17 13 5. Area definition 5.1. phase 2 area The phase 2 area is developed based on official Electronic Nautical Charts (ENC), drawings from NIRAS and information from surveys. See Appendix III. The mathematical model of the area that was used for the simulations is described below Area model description Figure 5-1 Overview of the model of the phase 2 area The phase 2 area description contains: Land contours Leading lights and marks Water depths Current Tide Banks 3D graphical definition The 3D description gives the user a visual impression of the view from the bridge or any other chosen position Water depths Water depths in the simulator are given as soundings (derived from depth contours, dredged areas and spot soundings) in the mathematical model, and the simulator program will interpolate between these soundings. The operator can increase the water depth over the whole area directly Report phase 2 final
18 14 or gradually. This feature is mainly used in tidal harbours. The bathymetry for this study is delivered by NIRAS Current Figure 5-2 Depths curves (2 m, 5 m, 10 m, 15 m, 20 m) The current in the simulator is given as a grid of points consisting of speed and direction. During the simulation, the current impact on the ship is calculated at 12 points along the ship by interpolating between these points. The current scenarios for the present study are received from NIRAS and consist of two scenarios which are current going NW or SW. See example below. Figure 5-3 NW-going current Report phase 2 final
19 Wind In the simulations, wind is given directly in the simulator by setting speed and direction. The operator can increase the wind speed over the entire area directly or gradually as well as change the direction if necessary Waves Figure 5-4 Wind rose for In the simulations, waves are given as a wave map consisting of points. Each point contains information of wave height (Hs), direction (deg) and period (Tp). Two scenarios were delivered by NIRAS, one for NW and one for SW. See example below. Figure 5-5 Waves from SW. Report phase 2 final
20 16 6. Design ships 6.1. Ships Ship descriptions and standard manoeuvre plots are given in Appendix II. The ships chosen for the study were: Table 6-1 Ships chosen for the simulations The ships were chosen from the FORCE ship model database by the client and represent the ships expected to call the port when the new port is established. On the following pages, the particulars for each ship are given. Report phase 2 final
21 Ship 3206 particulars Table 6-2 Ship 3206 LPG Carrier Loaded Report phase 2 final
22 Ship 3427 particulars Table 6-3 Ship 3427, Cruise ship Voyager of the Seas Report phase 2 final
23 Ship 3555 particulars Table 6-4 Ship 3555, Cruise ship Costa Classica Report phase 2 final
24 Ship 3674 particulars Table 6-5 Ship 3674, Cruise ship Royal Princess Report phase 2 final
25 Ship 3655 particulars Table 6-6 Ship 3655, Catamaran ferry Incat 64 Report phase 2 final
26 Ship 3558 particulars Table 6-7 Ship 3558, Bulk Carrier, Loaded Report phase 2 final
27 Simulation procedure During the full-mission simulations, the FORCE Technology Bridge A was used for the own ships. The main set-up for the Bridge A is that the simulator is controlled by a navigator, the Captain, standing inside a mock-up of a standard navigation bridge in front of a screen covering 360 degrees outlook through the bridge windows. The simulator bridge is equipped with instruments similar to those found on a real bridge, including radars and electronic chart. Based on the information thus displayed, the navigator can activate his engines, rudders and thrusters by means of the analogue control handles. All simulation runs are logged electronically in order to be able to replay second by second what happened during the runs. This includes time series of a number of parameters, e.g. speed over ground and through water, rudder angle, propeller revolutions etc. This provides an opportunity to investigate all runs in detail at a later stage. The replay system has been used to generate the track plots in Appendix I. Figure 6-1 Bridge A set-up Report phase 2 final
28 Output from simulations The output from the simulations are track plots and the Captain s comments. An example is shown below. In appendix I, all runs are shown. Figure 6-2 Example of output plots Report phase 2 final
29 25 7. Documentation of simulations run list Report phase 2 final
30 26 Table 7-1 List of runs conducted Report phase 2 final
31 27 8. Geographical plots of manoeuvres and comments All the manoeuvres are shown in Appendix I. The plots show the swept area that the ships cover along with the comments from the Captains. Also shown are sweep plots covering all the runs for each ship simulated regardless of the environmental forces. An example is shown below for the Azipod Cruise ship. Figure 8-1 Example of sweep plot for the Azipod Cruise ship Report phase 2 final
32 Appendix I Plots and Captain/Pilot comments Report phase 2 final
33 Appendix II Ship Description Ship 3206, LPG Carrier, Loaded Ship 3427, Cruise ship, Azipod Ship 3555, Cruise ship, 220 m Ship 3674, Cruise ship, Conventional Ship 3655, Fast-Ferry, Incat64 Ship 3558, Bulk Carrier, Loaded Report phase 2 final
34 Appendix III Area Database Description (Ronne_fase2) Report phase 2 final
35 Appendix IV Wind definitions in simulator Report phase 2 final
36 Wind definitions in the simulator Wind definitions in relation to the simulators wind speed indicator versus the vessels wind speed indicator. In the simulator the wind speed is given in meteorological wind speed. This wind speed is not equal to the wind speed read from the wind indicator of the ship. As a tentative comparison the following facts and assumptions can be given: Wind indicator registers the wind speed e.g. at 35 meters height. Coefficient for calculating wind forces in the simulator refers to wind speed at 10 meters height and a mean value of a 10-minute sampling period. Wind information from meteorological sources should refer to wind at 10 meters height. Read-out from a wind indicator will typically refer to the mean value of a 5 second sampling period. The variation of the mean wind in the height z above ground level is found by the formula: u z uz = u 10 æ z ö ç è10ø = Wind speed in a certain height a u 10 = Wind speed at 10 meters height a z = Power constant (0,12 over sea, 0,16 over land, 0,28 over town). = Wind speed indicator height above the surface Using Engineering Sciences Data Unit (ESDU) we find the following ratio between Max 5 second wind and mean 10 minutes wind equal to 1,25. Example: Wind read out on wind indicator (on vessel, height 35 m ) = 25 m/s 10 min. mean wind at e.g. 35 m height = 25 / 1,25 = 20 m/s 10 min mean wind at 10 m height = æ35ö 20 / ç è10 ø 0,12 = 17,2 ms This means that what the navigator correctly reads as a wind speed of 25 m/s corresponds to a meteorological wind speed of 17,2 m/s. Report phase 2 final
37 Report phase 2 final
38 Appendix V Evaluation Analysis Ronne phase2 Instructor and Pilot Report phase 2 final
Note to Shipbuilders, shipowners, ship Managers and Masters. Summary
MARINE GUIDANCE NOTE MGN 301 (M+F) Manoeuvring Information on Board Ships Note to Shipbuilders, shipowners, ship Managers and Masters This note supersedes Marine Guidance Note MGN 201 (M+F) Summary The
More informationAbstract. Introduction
Computer assisted analysis of Aviles Port extension: hydraulic conditions, navigation and training of pilots J.R. Iribarren & J.M. Montero Port Research Program, CEPYC-CEDEX, Antonio Lopez, 81. 28026 Madrid,
More informationCode Of Practice For Towage Operations In The Port of St Helier (Towage Guidelines)
Code Of Practice For Towage Operations In The Port of St Helier (Towage Guidelines) This Code Covers The Use Of Tugs And Towage In The Port Of St Helier Page number Contents 2 Introduction 3 Communication
More informationapplied to Port Development and Inland Waterway Transport
applied to Port Development and Inland Waterway Transport Wytze de Boer March 12, 2018 w.d.boer@marin.nl CHALLINGING WIND AND WAVES applied to port development and inland waterway transport AGENDA 1. Introduction
More informationDEVELOPING PILOTAGE PLANS ON BRIDGE SIMULATORS: METHODOLOGY, BENEFITS AND CHALLENGES
MARSIM 2018, International Conference on Marine Simulation and Ship Manoeuvrability Halifax, Canada, 12-16 August 2018 DEVELOPING PILOTAGE PLANS ON BRIDGE SIMULATORS: METHODOLOGY, BENEFITS AND CHALLENGES
More informationModel of ferry captain s manoeuvres decision
Scientific Journals Maritime University of Szczecin Zeszyty Naukowe Akademia Morska w Szczecinie 212, 32(4) z. 2 pp. 98 2 212, 32(4) z. 2 s. 98 2 Model of ferry captain s manoeuvres decision Adam Kowalski
More informationTransport Infrastructure Act 1994 Gladstone Ports Corporation. Port Notice 04/17 LNG Vessel Operating Parameters
Transport Infrastructure Act 1994 Gladstone Ports Corporation Port Notice 04/17 LNG Vessel Operating Parameters 1. These operating parameters have been developed based on navigation simulations with LNG
More informationMANOEUVRING BOOKLET V1.06
MANOEUVRING BOOKLET V1.6 Mathematical model of Integrated Tug Barge 45 Version: v9 Dll Version: 2.31.558 According to: Solas II-1, regulation 28.3 St. Petersburg 26 1. GENERAL DESCRIPTION 1.1. Ships particulars
More informationFeatures of the simulator for inland navigation
CENTRAL COMMISSION FOR THE NAVIGATION OF THE RHINE STF (12) 21 rev. 4 STF/G (12) 19 rev. 5 MQ/G (13) 16 16 October 2013 Or. fr fr/de/nl/en COMMITTEE ON SOCIAL ISSUES, EMPLOYMENT AND PROFESSIONAL TRAINING
More informationAPPROACH DEPTH(m) From East 15.0 From West From East 15.0 From West From East 15.0 From West ) ) From East 15.0 ) From West 16.
UNIVERSAL TERMINAL (OMU) JETTY DEPTH A/S (m) APPROACH DEPTH(m) MAX LOA (m) MAX DISPL. (tonnes) REMARKS OMU1 23.0 From East 15.0 From West 22.5 346 384,604 VLCC berth OMU2 23.0 From East 15.0 From West
More informationA methodology for evaluating the controllability of a ship navigating in a restricted channel
A methodology for evaluating the controllability of a ship navigating in a restricted channel K. ELOOT A, J. VERWILLIGEN B AND M. VANTORRE B a Flanders Hydraulics Research (FHR), Flemish Government, Antwerp,
More informationInfluence of Marine Operations on Site Selection & Design of Marine Terminals
SOCIEDAD CHILENA DE INGENIERIA HIDRÁULICA V SEMINARIO INTERNACIONAL DE INGENIERÍA Y OPERACIONES PORTUARIAS OCTUBRE 2008, CONCEPCIÓN, CHILE Influence of Marine Operations on Site Selection & Design of Marine
More informationMAC Transit Advisories as of April 30, 2018
MAC Transit Advisories as of April 30, 2018 The Mariners Advisory Committee for the Bay and River Delaware was established in October 1964. Its members and associate members are mainly comprised of master
More informationNAEST(M) training Course Structure and Session Objectives. Day Introduction and enrolment
NAEST(M) training Course Structure and Session Objectives Day 1 0830-0930 Introduction and enrolment 0930-1330 Effective Bridge Procedures & Rule of the Road Lecturer will go through the PowerPoint on
More informationOPERATIONS SEAFARER CERTIFICATION GUIDANCE NOTE SA MARITIME QUALIFICATIONS CODE. Deck: Chart Work
Page 1 of 6 Compiled by Approved by Chief Examiner Syllabus Committee: 26 February 2013 OPERATIONS SEAFARER CERTIFICATION GUIDANCE NOTE SA MARITIME QUALIFICATIONS CODE Deck: Chart Work Page 2 of 6 COLUMN
More informationPreventing Damage to Harbour Facilities and. Ship Handling in Harbours PART 2 INDEX
Preventing Damage to Harbour Facilities and Ship Handling in Harbours PART 2 INDEX 1 Vessel handling is based on the basic knowledge that a vessel floats in the water and returns to its original position
More informationPort Sections Guide Section 01
s Guide 01 Cow Bay Marina Date 10/1/2016 Position (lat / lon) Minimum controlled water depth Chart datum Range of water densities Tidal range alongside Bottom type Dredging regime Distance pilot station
More informationMANOEUVRING BOOKLET V1.06
MANOEUVRING BOOKLET V.6 Mathematical model of VLCC (Dis.769t) bl. Version: v Dll Version:.3.558 According : Solas II-, regulation 8.3 St. Petersburg 6 . GENERAL DESCRIPTION.. Ships particulars... Ships
More informationHarbourmaster s Office Tamaki River. Navigation Safety Operating Requirements 2014
Harbourmaster s Office Tamaki River Navigation Safety Operating Requirements 2014 Auckland Council Harbourmaster s Office TAMAKI RIVER Navigation Safety Operating Requirements FOREWARD The purpose of these
More informationFOR INFORMATION ONLY
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
More informationVisiting Lake Macquarie
Visiting Lake Macquarie Lake Macquarie is the largest coastal salt water lake in Australia and is a prime boating destination for both small and large vessels. Many sailing regattas and fishing activities
More informationPilotage Directions 2017
Pilotage Directions 2017 1. Commencement These Pilotage Directions shall come into force on 31 st August 2017 on which date the existing Pilotage Directions are revoked. 2. Short Title These Pilotage Directions
More informationTWIN SCREW VESSEL MANNED MODEL SHIPHANDLING COURSE JOINING INFORMATION
TWIN SCREW VESSEL MANNED MODEL SHIPHANDLING COURSE JOINING INFORMATION Page 1 Course and Joining Information Twin Screw Vessel Manned Model Shiphandling Course Duration 20 hours IMPORTANT: You must bring
More informationAll comments received will be taken into consideration before the proposed amendments are implemented.
Notice of Amendment Port Information Guide Notification date: February 13 th, 2018 Preamble In accordance with the Canada Marine Act, 1998, Section 57 Notice, the Vancouver Fraser Port Authority is proposing
More informationPOS 02 VTS Guidelines
4.00 BERTHING FACILITIES OF AQABA PORT Name Length (m) Max loaded draft (m) Max Vessel Length (m) Max Displacement (tonne) # 1 160 11.0 250,000 # 2 180 10.0 250 45,000 # 3 180 13.0 250 53,000 # 4 180 12.5
More informationROYAL VANCOUVER YACHT CLUB
ROYAL VANCOUVER YACHT CLUB PROPOSED EXPANSION PROJECT NAVIGATION CHANNEL DESIGN COAL HARBOUR Prepared for: Royal Vancouver Yacht Club Prepared by: Typlan Consulting Ltd. March 2016 Page 1 of 17 March 23,
More informationNautical Studies for the Installation of a LNG FSRU in Parana de Las Palmas River (Project "LNG Escobar", Argentina)
Nautical Studies for the Installation of a LNG FSRU in Parana de Las Palmas River (Project "LNG Escobar", Argentina) Cal, Carlos; Iribarren, Jose R.; Atienza, Raul; Perez, Rosa Siport21, Madrid, Spain
More informationTug regulations Port of Gothenburg 29/03/2018
THE PORT OF SCANDINAVIA Tug regulations Port of Gothenburg 57 42 N 11 56 E Special tug regulations are in place at the Port of Gothenburg according to the Bye-Laws of Port of Gothenburg 20. The tug regulations
More informationHELSINKI COMMISSION HELCOM SAFE NAV 4/2014 Group of Experts on Safety of Navigation Fourth Meeting Helsinki, Finland, 4 February 2014
HELSINKI COMMISSION HELCOM SAFE NAV 4/2014 Group of Experts on Safety of Navigation Fourth Meeting Helsinki, Finland, 4 February 2014 Agenda Item 3 Accidents and ship traffic in the Baltic Sea Document
More informationTECHNICAL INFORMATION BOLLARDPULL TRIALCODE. ForTugs with SteerpropPropulsion. Steerprop
TECHNICAL INFORMATION BOLLARDPULL TRIALCODE ForTugs with SteerpropPropulsion Steerprop A Skogman / 22 March 2001 BOLLARD PULL TRIAL CODE FOR TUGS This Bollard Pull Trial Code is established to define the
More informationPaper for consideration by ENC Working Group. Use of AU6 ENC cells as an option for Bathymetric ENCs (benc)
Paper for consideration by ENC Working Group Use of AU6 ENC cells as an option for Bathymetric ENCs (benc) Submitted by: Alvaro Sanchez (AHS) Executive Summary: Compilation of high density bathymetric
More informationTug regulations Port of Gothenburg 01/07/2018
THE PORT OF SCANDINAVIA Tug regulations Port of Gothenburg 57 42 N 11 56 E Special tug regulations are in place at the Port of Gothenburg according to the Bye-Laws of Port of Gothenburg 20. The tug regulations
More informationUncontrolled document if printed.
APPENDIX 3 APPRENTICE PILOT S TRAINING SYLLABUS Issue Date: 16 th March, 2010 Date of Revision: 22nd May, 2013 Revision #2 i THE PURPOSE OF THIS SYLLABUS The purpose of this training syllabus is to ensure
More informationFULL SCALE MEASUREMENT OF DYNAMIC SHIP MOTIONS AND SQUAT
FULL SCALE MEASUREMENT OF DYNAMIC SHIP MOTIONS AND SQUAT Mr. Gary Rolph Chief Hydrographic Surveyor Port of Brisbane Corporation Mr. Peter Rumball Surveyor Port of Brisbane Corporation Dr. Terry O'Brien
More informationMeasurement of vertical motions of bulk carriers navigating in port entrance channels
HYDROGRAPHIC CONFERENCE Technical Awareness Seminar 2007 Cape Town, 19 21 June 2007 Measurement of vertical motions of bulk carriers navigating in port entrance channels J Moes CSIR, PO Box 320, Stellenbosch,
More informationDUKC DYNAMIC UNDER KEEL CLEARANCE
DUKC DYNAMIC UNDER KEEL CLEARANCE Information Booklet Prepared in association with Marine Services Department 10/10/2005 Dynamic Under Keel Clearance (DUKC) integrates real time measurement of tides and
More informationGorgon - Pilotage - Passage Plan - PBG to Gorgon Marine Terminal - Alternative Route
1.0 Introduction This work instruction outlines the passage plan to be used by vessels transiting from the Port of Barrow Island PBG to the Gorgon Marine Terminal, via the alternative route, with a Pilot
More informationClass B Accident Report. Tokerau & Kawau Kat Collision
Class B Accident Report Tokerau & Kawau Kat Collision At Auckland on 11 December 2004 REPORT NO: 04 3624 TOKERAU& KAWAU KAT COLLISION Whilst departing from the ferry terminal in Auckland, Tokerau collided
More informationMARINE ACCIDENT INVESTIGATION REPORT
MARINE ACCIDENT INVESTIGATION REPORT December 8th,2016 Adopted by the Japan Transport Safety Board Member Kuniaki Shoji Member Satoshi Kosuda Member Mina Nemoto Accident Type Contact (light buoy) Date
More informationMinimum standard of competence for Master (STCW Reg II/2)
Minimum standard of for Master (STCW Reg II/2) Function: Navigation at the management level Column 1 Column 2 Column 3 Column 4 Plan a voyage and Voyage planning and Examination and The equipment, charts
More informationA Method Quantitatively Evaluating on Technical Progress of Students in Ship Handling Simulator Training ABSTRACT
A Method Quantitatively Evaluating on Technical Progress of Students in Ship Handling Simulator Training Kinzo INOUE, Hideo USUI, Rong MA and Cemil YURTOREN Kobe University of Mercantile Marine 5-1-1 Fukae-minami
More informationUnderstanding of Meteorology. for. Handling LNG at Ports
Understanding of Meteorology for Handling LNG at Ports All environmental forces on the berth and the berthed ship are considered. When evaluating environmental forces, first estimates are obtained for
More informationNAVIGATION IN CONFINED WATERS: INFLUENCE OF BANK CHARACTERISTICS ON SHIP-BANK INTERACTION
NAVIGATION IN CONFINED WATERS: INFLUENCE OF BANK CHARACTERISTICS ON SHIP-BANK INTERACTION Evert LATAIRE, Maritime Technology Division, Ghent University, Ghent, Belgium Marc VANTORRE, Maritime Technology
More informationGENERAL LIMITATIONS AND RESTRICTIONS. LNGC Temporary Exemption (Effective August 21, 2018)
RULES AND REGULATIONS GOVERNING PILOTS AND PILOTAGE ON THE CORPUS CHRISTI SHIP CHANNEL EFFECTIVE AUGUST 1, 2013 AMENDED EFFECTIVE MAY 13, 2014 AMENDED EFFECTIVE OCTOBER 1, 2014 AMENDED EFFECTIVE JANUARY
More informationForth Ports Limited. Port of Dundee. Rig Move Guidelines
Forth Ports Limited Port of Dundee Contents 1 Introduction... 4 2 Pre-Arrival... 4 2.1 Planning Meetings... 4 2.2 Priority of Movements... 4 2.3 Confirmation/Cancellations... 5 2.4 Weather Parameters...
More informationNational Maritime Center
National Maritime Center Providing Credentials to Mariners (Sample Examination) Page 1 of 8 Choose the best answer to the following Multiple Choice questions. 1. On 1 September your 1115 zone time DR position
More informationTHE SYLLABUS FOR WRITTEN EXAMINATION PILOT'S FOURTH CLASS LICENCE (TEES AND HARTLEPOOL) AND
PD TEESPORT CONSERVANCY DIVISION HARBOUR MASTER'S OFFICE THE SYLLABUS FOR WRITTEN EXAMINATION IN RESPECT OF A PILOT'S FOURTH CLASS LICENCE (TEES AND HARTLEPOOL) AND PILOTAGE EXEMPTION CERTIFICATE (Issued
More informationNauru: Sustainable and Climate-Resilient Connectivity Project Financed by the Asian Development Fund
Technical Assistance Consultant s Report Project Number: 4848 December 217 Nauru: Sustainable and Climate-Resilient Connectivity Project Financed by the Asian Development Fund Prepared by Cardno Emerging
More informationFigure 1: The squat effect. (Top) Ship at rest. (Bottom) Ship under way.
Under-Keel Clearance of Frigates and Destroyers in Shallow Water Tim Gourlay, Centre for Marine Science and Technology, Curtin University CMST Research Report 013-53 Abstract For RAN ships operating in
More informationCOMPARISON OF CONTEMPORANEOUS WAVE MEASUREMENTS WITH A SAAB WAVERADAR REX AND A DATAWELL DIRECTIONAL WAVERIDER BUOY
COMPARISON OF CONTEMPORANEOUS WAVE MEASUREMENTS WITH A SAAB WAVERADAR REX AND A DATAWELL DIRECTIONAL WAVERIDER BUOY Scott Noreika, Mark Beardsley, Lulu Lodder, Sarah Brown and David Duncalf rpsmetocean.com
More informationABP South Wales Towage Guidelines. Date of issue: January ABP South Wales and River Usk Towage Guidelines
Date of issue: January 2017 ABP South Wales and River Usk wage January 2017 Date of issue: January 2017 AMENDMENTS Amendment issue number Page Amendment made by (Initials) Date of amendment One 15 & 16
More information2005 ABC. Chapter 3 Part 2. Navigating with ATON's. Revision to D-13 Local Notes. Instructor Notes for Mike Brough. Mike Brough
2005 ABC Chapter 3 Part 2 Navigating with ATON's Revision to D-13 Local Notes Instructor Notes for Mike Brough Mike Brough June 24 2008 June 24 2008 Slide 1 June 24 2008 New graphics Navigating on Water
More informationNautical Studies to Define Layout Requirements for a New Sea Lock at IJmuiden
Nautical Studies to Define Layout Requirements for a New Sea Lock at IJmuiden Wim Kortlever, Rijkswaterstaat Freek Verkerk, MARIN photo Flanders Hydraulics Research Smart Ports Seminar April 23, Wageningen
More informationGorgon - Pilotage - Passage Plan - Gorgon Marine Terminal to PBG Alternative Route
Gorgon - Pilotage - Passage Plan - Gorgon Operating Procedure - Gorgon - Pilotage - Passage Plan - Gorgon 1.0 Introduction Vessels transiting within port limits from the Gorgon Marine Terminal
More informationForth Ports Limited. Ruling Depths & Under Keel Clearances
Forth Ports Limited - Forth Vessels are scheduled into / out of ports on the Forth & Tay in accordance with the under keel clearance criteria specified in this section of the Marine Guidelines & Port Information.
More informationA STUDY OF THE LOSSES AND INTERACTIONS BETWEEN ONE OR MORE BOW THRUSTERS AND A CATAMARAN HULL
A STUDY OF THE LOSSES AND INTERACTIONS BETWEEN ONE OR MORE BOW THRUSTERS AND A CATAMARAN HULL L Boddy and T Clarke, Austal Ships, Australia SUMMARY CFD analysis has been conducted on a 100m catamaran hull
More informationAccommodating Larger Vessels: Ship Maneuverability and Channel Depth; A discussion of vessel motion in shallow water and future research needs.
Accommodating Larger Vessels: Ship Maneuverability and Channel Depth; A discussion of vessel motion in shallow water and future research needs. PANELISTS: Paul Amos: President, Columbia River Pilots. Larry
More informationON SHIPS OF 200 GRT/500 GT OR MORE Assessment Sheets Enclosure (1) to CG-543 Policy Letter 11-07 ASSESSMENT NO. OICNW-1-1A COMPETENCE: Plan and conduct a passage and determine position KNOWLEDGE, UNDERSTANDING
More informationMARINE INVESTIGATION REPORT M00L0039 STRIKING
MARINE INVESTIGATION REPORT M00L0039 STRIKING OF THE BULK CARRIER TECAM SEA BY THE BULK CARRIER FEDERAL FUJI PORT OF SOREL, QUEBEC 27 APRIL 2000 The Transportation Safety Board of Canada (TSB) investigated
More informationDynamic analyses of tankers moored at berth
Dynamic analyses of tankers moored at berth Marin byggteknikkdagen 18.4.2018 Martin Thuve Hovden Department of Marine Tecnology, Multiconsult Tromsø Department of Marine Tecnology, Tromsø 27 marine & coastal
More information2. USER INSTRUCTION. Table of contents: Pg.1/14 N:\FAP-2000: LWP
Pg.1/14 2. USER INSTRUCTION. Table of contents: 2.1 SHORT PANEL DESCRIPTION...... Pg.2 2.2 AUTOPILOT TAKE-OVER & MODE SELECTION....... Pg.3 2.3 AUTOPILOT FUNCTIONS....... Pg.3 2.4 THE SPECIAL FUNCTION
More informationComparative variant analysis in using ship handling simulators with special respect to assess ease quality and human factor
Comparative variant analysis in using ship handling simulators with special respect to assess ease quality and human factor Iribarren, Jose R.; Cal, Carlos; Atienza, Raul; Verdugo, Ismael Siport21, Madrid,
More informationproperly applied assessment in the use.1 landmarks.1 approved in-service of ECDIS is not experience The primary method of fixing required for those
STCW Code Table A-II/3 Specification of minimum standard of for officers in charge of a navigational watch and for masters on ships of less than 500 gross tonnage engaged on near-coastal voyages Ref: https://www.edumaritime.net/stcw-code
More informationEffect of the Minimum Ballast Condition on Bulk Carrier Manoeuvrability
A part of BMT in Maritime Transport Effect of the Minimum Ballast Condition on for INTERCARGO ADDITIONAL SCENARIOS ISSUE DATE: 17 th December 2008 REPORT NO: C12145.1RA CONTENTS 1 TERMS OF REFERENCE...
More informationStudy of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1
Study of Passing Ship Effects along a Bank by Delft3D-FLOW and XBeach1 Minggui Zhou 1, Dano Roelvink 2,4, Henk Verheij 3,4 and Han Ligteringen 2,3 1 School of Naval Architecture, Ocean and Civil Engineering,
More informationThe addition of information about Transport Canada s Navigation Protection Program.
Notice of Amendment Port Information Guide Date issued: September 8, 2017 Date effective: October 8, 2017 Introduction This notice of amendment is posted publicly to notify industry, stakeholders and the
More informationLocal Notice to Mariners 02/2018
Local Notice to Mariners 02/2018 ABERDEEN HARBOUR PILOTAGE DIRECTIONS 2018 1. PILOTAGE DIRECTIONS Aberdeen Harbour Board as the competent harbour authority for the port and harbour of Aberdeen pursuant
More informationManeuverability characteristics of ships with a single-cpp and their control
Maneuverability characteristics of ships with a single-cpp and their control during in-harbor ship-handlinghandling Hideo YABUKI Professor, Ph.D., Master Mariner Tokyo University of Marine Science and
More informationTask 16: Impact on Lummi Cultural Properties
Gateway Pacific Terminal Vessel Traffic and Risk Assessment Study Task 16: Impact on Lummi Cultural Properties Prepared for Pacific International Terminals, Inc. Prepared by The Glosten Associates, Inc.
More informationForth Ports Limited. Port of Dundee. Marine Guidelines and Port Information
Forth Ports Limited Port of Dundee Marine Guidelines and Port Information LIST OF AMENDMENTS DATE PAGE NUMBER 22 NEW EDITION 7 March 2016 Ruling Depths 18 23 rd Application updated 3 23 rd - Tug fleet
More informationCrew Transfer Vessel (CTV) Performance Benchmarking. Presented by Stephen Phillips of Seaspeed Marine Consulting Ltd
Crew Transfer Vessel (CTV) Performance Benchmarking Presented by Stephen Phillips of Seaspeed Marine Consulting Ltd BACKGROUND - CT OWA : The Carbon Trust Offshore Wind Accelerator (OWA) brings together
More informationiii) Satisfactory completion of approved training in the following:
Enclosure (1) to NVIC 13-14 DISCUSSION OF QUALIFICATION REQUIREMENTS FOR MASTER AND OFFICER IN CHARGE OF A NAVIGATIONAL WATCH ON VESSELS OF LESS THAN 500 GT LIMITED TO NEAR-COASTAL WATERS 1. GENERAL. This
More information4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0) Fax: +44 (0)
E 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)0 7735 7611 Fax: +44 (0)0 7587 310 MEPC.1/Circ.850/Rev.1 15 July 015 013 INTERIM GUIDELINES FOR DETERMINING MINIMUM PROPULSION POWER TO MAINTAIN THE
More informationRESOLUTION MSC.137(76) (adopted on 4 December 2002) STANDARDS FOR SHIP MANOEUVRABILITY
MSC 76/23/Add.1 RESOLUTION MSC.137(76) THE MARITIME SAFETY COMMITTEE, RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee, RECALLING
More informationGENERAL GUIDELINES FOR VESSELS TRANSITING RESTRICTED WATERWAYS OR PORTS
GENERAL GUIDELINES FOR VESSELS TRANSITING RESTRICTED WATERWAYS OR PORTS Revised: March 5, 2018 TABLE OF CONTENTS GENERAL DEFINITIONS... 2 VESSEL SPACING... 3 HORIZONTAL CLEARANCE... 3 UNDER-KEEL CLEARANCE
More informationGorgon - Pilotage - Passage Plan Materials Offloading Facility (MOF) to PBG
Gorgon - Pilotage - Passage Plan Materials Offloading Facility (MOF) to PBG 1.0 Introduction Vessels transiting within port limits from the Materials Offloading Facility (MOF) to the Barrow Island Pilot
More informationABP South Wales and River Usk Towage Guidelines
Date of issue: Jan 2012 ABP South Wales and River Usk wage January 2012 Page 1 of 17 Approved by: Deputy Harbour Master South Wales Issue 1.0 Date of issue: Jan 2012 AMENDMENTS Amendment issue number Page
More informationVasco da Gama WP2 : Training and maritime simulators
Fotolia_53554630_M.jpg Vasco da Gama WP2 : Training and maritime simulators Work Package 2 Core Group Meeting Training Maritime Simulators Brussels 2 october 2014 Debriefing of 18 June simulation session
More informationThe Analysis of Possibilities How the Collision Between m/v 'Gdynia' and m/v 'Fu Shan Hai' Could Have Been Avoided
International Journal on Marine Navigation and Safety of Sea Transportation Volume 2 Number 4 December 2008 The Analysis of Possibilities How the Collision Between m/v 'Gdynia' and m/v 'Fu Shan Hai' Could
More informationAppendix E Cat Island Borrow Area Analysis
Appendix E Cat Island Borrow Area Analysis ERDC/CHL Letter Report 1 Cat Island Borrow Area Analysis Multiple borrow area configurations were considered for Cat Island restoration. Borrow area CI1 is located
More informationHarbourmaster s Office Operation of Superyacht in the Auckland Region Navigation Safety Operating Requirements
Harbourmaster s Office Operation of Superyacht in the Auckland Region Navigation Safety Operating Requirements Foreword Maritime Rule 90 requires that every vessel of 500 Gross tonnage or greater carries
More informationINTERIM GUIDELINES FOR DETERMINING MINIMUM PROPULSION POWER TO MAINTAIN THE MANOEUVRABILITY OF SHIPS IN ADVERSE CONDITIONS
E 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210 MSC-MEPC.2/Circ.11 3 December 2012 INTERIM GUIDELINES FOR DETERMINING MINIMUM PROPULSION POWER TO MAINTAIN THE
More informationANNEX 16 RESOLUTION MEPC.232(65) Adopted on 17 May 2013
Annex 16, page 1 ANNEX 16 RESOLUTION MEPC.3(65) Adopted on 17 May 013 013 INTERIM GUIDELINES FOR DETERMING MINIMUM PROPULSION POWER TO MAINTAIN THE MANOEUVRABILITY OF SHIPS IN ADVERSE CONDITIONS THE MARINE
More informationHydrodynamic and hydrological modelling to support the operation and design of sea ports
Hydrodynamic and hydrological modelling to support the operation and design of sea ports Data needs and examples Martijn de Jong (port/nautical requirements, waves, currents) Sofia Caires (mean and extreme
More informationCOAST GUARD ADVISORY NOTICE (CGAN ) To: Distribution Date: September 1, 2017
Commander United States Coast Guard Sector New York 212 Coast Guard Drive Staten Island, NY 10305 Staff Symbol: (spw) Phone: (718) 354-2353 Fax: (718) 354-4190 COAST GUARD ADVISORY NOTICE (CGAN 2017-016)
More informationSIMMAN 2014 Systems based methods page 1 Instructions for submitting of manoeuvring predictions
SIMMAN 2014 Systems based methods page 1 CONTENTS 1 INTRODUCTION AND OBJECTIVE... 2 2 SHIPS AND MANOEUVRES... 4 2.1 Selectable ships... 4 2.2 Manoeuvres to be simulated... 5 3 SUBMISSION PROCEDURES...
More informationAn Investigation into the Capsizing Accident of a Pusher Tug Boat
An Investigation into the Capsizing Accident of a Pusher Tug Boat Harukuni Taguchi, National Maritime Research Institute (NMRI) taguchi@nmri.go.jp Tomihiro Haraguchi, National Maritime Research Institute
More informationGorgon Pilotage Passage Plan - PBG to Gorgon Marine Terminal Primary Route
Gorgon Pilotage Passage Plan - PBG to Gorgon Marine Terminal Primary Route 1.0 Introduction Vessels transiting within port limits from the Barrow Island Outer Pilot Boarding Ground (PBG) to the Gorgon
More informationRule 8 - Action to avoid collision
a) Any action to avoid collision shall be taken in accordance with the Rules of this Part and shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance
More informationITTC Recommended Procedures and Guidelines
Page 1 of 6 Table of Contents 1. PURPOSE...2 2. PARAMETERS...2 2.1 General Considerations...2 3 DESCRIPTION OF PROCEDURE...2 3.1 Model Design and Construction...2 3.2 Measurements...3 3.5 Execution of
More informationGorgon - Pilotage - Passage Plan PBG to Materials Offloading Facility (MOF)
1.0 Introduction Vessels transiting within port limits from the Barrow Island Pilot Boarding Ground (PBG) to the require an approved passage plan which can be shared between Pilots and vessel Masters.
More informationNational Maritime Center
National Maritime Center Providing Credentials to Mariners (Sample Examination) Page 1 of 8 Choose the best answer to the following Multiple Choice Questions. 1. Which term indicates the rise in height
More informationFundamental Study of Evaluation at Berthing Training for Pilot Trainees Using a Ship Maneuvering Simulator
http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 7 Number 1 March 2013 DOI: 10.12716/1001.07.01.18 Fundamental Study of Evaluation at Berthing
More informationThe development of the historical harbour of Paphos, Cyprus H.J. van Wijhe*, M. Meletiou^ Division, P.O. Box 152, 8300 AD Emmeloord, The Netherlands
The development of the historical harbour of Paphos, Cyprus H.J. van Wijhe*, M. Meletiou^ Division, P.O. Box 152, 8300 AD Emmeloord, The Netherlands Abstract The harbour of Paphos originates from ancient
More informationMaritime Traffic Situations in Bornholmsgat
http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 9 Number 1 March 2015 DOI: 10.12716/1001.09.01.14 Maritime Traffic Situations in Bornholmsgat
More informationPotential of Fast Time Simulation for Training in Ship Handling Simulators and for Decision Making On-Board Ships
International Association of Maritime Universities AGA11 Potential of Fast Time Simulation for Training in Ship Handling Simulators and for Decision Making On-Board Ships Knud Benedict Professor, Hochschule
More informationRESOLUTION A.751(18) adopted on 4 November 1993 INTERIM STANDARDS FOR SHIP MANOEUVRABILITY
INTERNATIONAL MARITIME ORGANIZATION A 18/Res.751 22 November 1993 Original: ENGLISH ASSEMBLY - 18th session Agenda item 11 RESOLUTION A.751(18) adopted on 4 November 1993 THE ASSEMBLY, RECALLING Article
More informationClassNK Technical Information No. TEC Required minimum propulsion power In principle, the installed propulsion power (total main engine output
Subject Minimum Propulsion Power required by the Amendments to ANNEX VI of MARPOL 73/78 (EEDI related Requirements) To whom it may concern Technical Information No. TEC-0938 Date 18 December 01 Amendments
More informationDP Ice Model Test of Arctic Drillship
Author s Name Name of the Paper Session DYNAMIC POSITIONING CONFERENCE October 11-12, 211 ICE TESTING SESSION DP Ice Model Test of Arctic Drillship Torbjørn Hals Kongsberg Maritime, Kongsberg, Norway Fredrik
More informationNational Maritime Center
National Maritime Center Providing Credentials to Mariners U.S.C.G. Merchant Marine Exam (Sample Examination) Page 1 of 22 U.S.C.G. Merchant Marine Exam: Illustrations: 10 Choose the best answer to the
More information