131
1 INTRODUCTION
Within this paper investigations into the feasibility
anduseracceptanceofthenewlayoutofnavigation
display will be introduced and selected results of
simulation studies testing the influence on
manoeuvreperformancedependentondifferentkind
of prediction functions will be discussed. Examples
will be given for results from test t
rials in the full
mission ship handling simulator of the Maritime
SimulationCentreWarnemuende.
Normally ship officers have to steer the ships
based on their mental model of the ships motion
characteristics only. This mental model has been
developed during the education, training in ship
handlingsimulatorinrealti
mesimulationandmost
importantduringtheirseatimepractice.Uptonow
there was nearly no electronic tool to demonstrate
manoeuvring characteristics efficiently or moreover
to design a manoeuvring plan effectively‐even in
briefing procedures for ship handling training the
potentialmanoeuvres willbe explainedanddrafted
on paper or described by sketches and short
exp
lanations.Toovercometheseshortcomingsafast
timesimulationtoolboxwasdevelopedtosimulate
theshipsmotionwithcomplexdynamicmodelsand
to display the ships track immediately for the
intended or actual rudder or engine manoeuvre.
These“SimulationAugmentedManoeuvringDesign
Simulation Augmented Manoeuvring Design and
Monitoring – a New Method for Advanced Ship
Handling
K.Benedict,M.Kirchhoff,M.Gluch,S.Fischer&M.Schaub
HochschuleWismar,UniversityofAppliedSciences–Technology,BusinessandDesign,Warnemünde,Germany
M.Baldauf&S.Klaes
WorldMaritimeUniversity,Malmö,Sweden
ABSTRACT:Afasttimesimulationtoolboxisunderdevelopmenttosimulatetheshipsmotionwithcomplex
dynamic models and to display the ships track immediately for the intended or actual rudder or engine
manoeuvre. Based on this approach the innovative “Simulation Augmented Manoeuvring Design and
Monitoring”‐
SAMMON tool box will allow for (a) a new type of design of a manoeuvring plan as
enhancementexceedingthecommonpurewaypointplanning(b)anunmatchedmonitoringofshiphandling
processes to follow the underlying manoeuvring plan. During the manoeuvring process the planned
manoeuvrescanbeconstantlydisplayedtogetherwiththeact
ualshipmotionandthepredictedfuturetrack
whichisbasedonactualinputdatafromtheship’ssensorsandmanoeuvringhandlepositions.ThisSAMMON
toolboxis intended be usedonboardofrealships but it is inparallel aneffectivetool for training in ship
handling simulators: (a) in the briefing for preparing a manoeuvring pla
n for the whole exercise in some
minutes,(b)duringtheexerciseruntoseetheconsequencesoftheuseofmanoeuvringequipmentevenbefore
theshiphaschangedhermotionand(c) in debriefing sessions to discuss potential alt
ernatives of the
studentsdecisionsbysimulatingfastvariationsoftheirchoicesduringtheexercises.Exampleswillbegivenfor
resultsfromtesttrialson boardandin the fullmissionshiphandling simulatoroftheMaritimeSimulation
CentreWarnemuende.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 8
Number 1
March 2014
DOI:10.12716/1001.08.01.15
132
andMonitoring”‐SAMMONtoolboxwillallowfor
a new type of design of a manoeuvring plan as
enhancementexceedingthecommonpurewaypoint
planning. The principles and advantages were
described at MARSIM 2012 (Benedict et al., 2012)
specificallyforthepotentialonboardapplicationfor
manoeuvringrealships.
Thisholisticapproachgoes
beyond the prediction tool mentioned e.g. in
Källströmetal.1999andWilske&Lexell2011.
This paper presents the potential of the new
methodtobeusedonboardandfortheteachingand
learningprocessatmaritimetraininginstitutions.
Manoeuvringofshipsisa
humancentredprocess.
Most important elements of this process are the
humanitselfandthetechnicalequipmenttosupport
itstask(seeFigure1).
However, most of the work is to be done
manuallybecauseeventoday nearly no automation
support is available for complex manoeuvres. Even
worse, the conventional manoeuvring
information
fortheshipofficerisstillavailableonpaperonly:the
ship manoeuvring documents are mainly based on
theinitialshipyardtrialsoronsomeotherselective
manoeuvringtrailsforspecificship/environmental
conditions‐with only very little chance to be
commonlyusedintheoverallship
handlingprocess
situationseffectively.
Ship Handling Simulation for simulator training
has a proven high effect for the qualification,
however, it is based on real time simulation, i.e. 1s
calculation time by the computers represents 1s
manoeuvring time as in real world. This means
despite all other advantages of full mission ship
handling simulation that collecting/gathering of
manoeuvring experiences remains an utmost time
consumingprocess.
For increasing the effectiveness of training and
also the safety and efficiency for manoeuvring real
ships the method of Fast Time Simulation will be
usedinfuture–Evenwithstandardcomputersitcan
beachievedto
simulatein1secondcomputingtime
manoeuvreslastingaboutto20minusinginnovative
simulationmethods.Thisallowssubstantial support
in both, the training process and the real
manoeuvringprocessonboardships.Acomparison
isgiveninFigure2forsomeessentialelementsofthe
real manoeuvring process on ships
and in training
within the ship handling simulators as well.
Additionally,intherightcolumnofFigure2someof
the Fast Time Simulation (FTS)tools are mentioned
and their roles to support each element of the
manoeuvringprocessareindicated:Thesetools were
initiated in research activities at the
Maritime
SimulationCentreWarnemuendewhich is a part of
the Department of Maritime Studies of Hochschule
Wismar, University of Applied Sciences‐
Technology, Business & Design in Germany. It has
been further developed by the start‐up company
Innovative Ship Simulation and Maritime Systems
(ISSIMSGmbH2012).
2 DESCRIPTIONOFTHECONCEPT
2.1 FastTimeSimulationModules
AbriefoverviewisgivenforthemodulesoftheFTS
toolsanditspotentialapplication:
SAMMON is the brand name of the innovative
systemfor“SimulationAugmentedManoeuvring
– Design, Monitoring & Control”, consisting of
software modules for Manoeuvring Design &
Planning, Monitoring & Control based on
Multiple Dynamic Prediction and Trial &
Training.Itismadeforboth:
applicationinmaritimeeducationandtraining
to support lecturing for ship handling to
demonstrate and explain more easily
manoeuvring technology details and to
prepare more specifically manoeuvring
training in SHS environment, i.e. for
developing manoeuvring plans in briefing
sessions, to support manoeuvring during the
exerciserunandtohelpin
debriefingsessions
the analysis of replays and discussions of
quick demonstration of alternative
manoeuvresand
applicationon‐boardtoassistmanoeuvringof
real ships e.g. to prepare manoeuvring plans
for challenging harbour approaches with
complexmanoeuvresuptothefinalberthing/
unberthing of ships, to assist the steering by
multiple prediction during the manoeuvring
processandeventogivesupportforanalysing
the result
and for on board training with the
Simulation&Trialmodule.
SIMOPT is a Simulation Optimiser software
module based on FTS for optimising Standard
Manoeuvres and modifying ship math model
parameters both for simulator ships and FTS
Simulation Training Systems and for on board
applicationoftheSAMMONSystem.
TheAdvantage and Capabilities of this software
is: The Math Model reveals same quality for
simulationresultsastheShiphandlingsimulators
SHS, but it is remarkably faster than real time
simulation, the ratio is more than 1/1000, the
steering of simulator vessels is done by specific
manoeuvre‐control settings
/ commands for
standardprocedures and individualmanoeuvres
dedicated for calculation standard ship
manoeuvring elements (basic manoeuvres) but
moreover for the estimation of optimal
manoeuvring sequences of some characteristic
manoeuvres as for instance person over board
manoeuvres.
SIMDAT is a software module for analysing
simulation results both from simulations in SHS
orSIMOPTandfromrealshiptrials:thedatafor
manoeuvringcharacteristicscanbeautomatically
retrieved and comfortable graphic tools are
availablefordisplaying,comparingandassessing
theresults.
The SIMOPT and SIMDAT modules were
described
inearlier papers (Benedict etal. 2006) for
tuningofsimulatorshipmodelparametersandalso
the modules for Multiple Dynamic Prediction &
Control(Benedictetal.2009)fortheonboarduseas
steeringassistancetool.
133
Figure1.ElementsofthemanoeuvringprocessandpotentialforenhancementbynewSimulation/Augmentationmethods
Figure 2. Elements of Manoeuvring Process on Ships & in Training and support by Fast Time Simulation Tools for
Simulation/Augmentation
Inthispaperthefocuswillbelaidonthepotential
of the SAMMON software as an integrated system
forplanningandmonitoringofmanoeuvresaswell
asatooltobeusedonboardandforsupportingthe
teachingandlearningprocess.
ElementsofManoeuvringProcessonShips&inEducation/Training
andsupportbyFastTimeSimulationModules/Tools
RealWorld/Ship
Operation
ShipHandling
SimulatorTraining
FastTimeSimulationTools
Realship/
Familiarisationruns
Mathmodeloftheship
forsimulation
FamiliarisationExercises
SIMOPT&SIMDATtoolfordeveloping&tuningof
parametersofmathmodels
MANOEUVRINGTRIAL&TRAININGtoolfor
Demonstration/Lecturing/Familiarisation
Mission/Planning Scenario/Briefing MANOEUVRINGDESIGN&PLANNINGtoolto
generateandeditamanoeuvringplan
Manoeuvring
Operation
Executionofexercise MANOEUVRINGMONITORING&MULTIPLE
DYNAMICPREDICTIONtooltomonitorandcontrol
thevesselsmotion
Recording
(VDR,ECDIS)
Recordingbysimulator SIMDATtooltodisplayandassessrecordings
Evaluationofsuccess Debriefing MANOEUVRINGTRIAL&TRAININGtoolfor
verificationofresultsbysimulation&prediction
Manoeuvring/ShipHandlingOperation
(Humancentered,manualprocess)
HumanAbility
Mentalandphysicalability/model;
Knowledge&practicalskills)
Ship&Equipment/Support
Manoeuvringdevices&docs,Electronics,Assis‐
tancetools
Qualification/Training
Enhancementofmentalmodel&skills
OptimalDesign/R&D
Improvementsbyoptimaldesignmethodsand
technicalinnovation
ShipHandlingSimulation
(Simulatortraining)
(RealTimeSimulation:
1scalc.=1smanoeuvring)
AugmentationbyFastTimeSimulation/Prediction
1scalculationtime=1200smanoeuvringtime
NewECDIS&Radar,AIS…
Monitoring&Controlofrealtimetraffic;simple
trial&lookaheadfunctionsyet
134
2.2 FastTimeManoeuvringSimulationfor
ManoeuvringSupportinECDISenvironment
The core modules of the fast time simulation tools
canbeusedforthecalculationofmanoeuvresupto
thedesignofcompletemanoeuvringplansinECDIS
environment.Somebasic functionsareshowninthe
nextfigures.
Figure3
explainstheoperationalinterfaceina sea
chart environment which combines the electronic
navigational chart ENC window (centre), the status
ofthecurrentactualshipmanoeuvringcontrols(left)
and the interface window for the steering panel of
theship(right).
The ship was positioned in a certain place to
demonstrate
the ships motion for a very simple
manoeuvre kick turn from zero speed. The ships
motion can be controlled by the settings in the
controlpanelwindowwhereanymanoeuvrecanbe
generatedtobeimmediatelydisplayedintheENCin
onesecond withfulllength. Thelengthofthetrack
correspondstothesettingsinthepredictionwindow
(left top corner):the range value represents the
duration of the manoeuvre; the interval value
controls the number of displayed ship contours on
thatmanoeuvretra ck. The sample represents a kick
turnfromzerospeedtofullaheadwithfullrudderto
Port.
3 FASTTIMESIMULATIONFORDESIGNING
MANOEUVRINGPLANS
3.1 Principleoffasttimesimulationofmanoeuvresin
ECDISandsampledata
Thefasttimesimulationmethodisusedto findout
efficientmanoeuvresandevenmoreforthedesignof
manoeuvring plans within the briefing for Ship
Handling Simulator exercises
and practically for
route planning process on board (Benedict et al.
2012).Theuseofthistoolwillbeexplainedbysome
samplescenarios:
The sample ship is the RO‐PAX Ferry
“Mecklenburg‐Vorpommern” with Loa=200m,
Boa=28.95m, Draft=6.2m, Displacement=22720t and
Speed=22kn. She has two pitch propellers and two
rudders located
behind the propellers and
additionallyonebowthruster.
Thetestarea istheRostockSeaPort. TheRO‐PAX
ferryisenteringthefairwayfromnorthtobesteered
throughthefairwayandtobeturnedattheturning
areafollowed by asternmotiontotheberth at west
pier(as
ininthesampleFigure7).
For purposes of demonstration of a complex
manoeuvreproceduretheshipisinitiallypositioned
inthefairway(blackcontour) and is going to enter
the turning area as objective for the first
manoeuvring segment. For the planning procedure
theship’smotioncanbecontrolled
bythesettingsin
the control panel window on the right side. Any
manoeuvre can be generated and will be
immediately displayed in the ENC in less than one
secondwithfulllength.Inthiscasetheruddersare
set 10° to STB to achieve a small turning rate
ROT=4.5°/min to
port. The length of the simulated
track corresponds to the settings in the prediction
window(lefttopcorner):therangevaluerepresents
the duration of the simulated manoeuvre and that
meansthetracklengthofthatmanoeuvringsegment;
the interval value controls the number of displayed
ship contours on that
predicted manoeuvre track.
The selected end position of the manoeuvring
segment is indicated by the red ship’s contour. Its
positioncanbeshiftedandadjustedusingtheslider
atthe bottom line which isadjustedto 165 seconds
after the beginning of the manoeuvre at initial
ManoeuvringPointMP0.If
thispositionisaccepted
it will be acknowledged as the next manoeuvring
pointMP1.
This planning process guarantees the full
involvement of the navigating officer: The best
versionofthemanoeuvrescanbefoundbytrialand
error but it is possible to bring in one’s full
knowledgeand
totakeadvantageofone’sskills–it
is possible to see and to verify immediately the
results of the own ideas and to make sure that the
intentions will work. This is import for safety and
efficiency,butalsoforgainingexperienceforfuture
manoeuvres.
3.2 Sampleofdesigninga
fullmanoeuvringsequenceas
trainingconcept
Theplanningprocedurefora completemanoeuvring
planfollows the principles asdescribedfora single
segmentinFigure4asfollows:Figure5presentsthe
situation after accepting the manoeuvre previously
planned – now the next segment is to be planned
from MP
1 to MP 2: the ship is going to enter the
turningareaandtoslowdown.Bothenginesareset
to STOP (EOT 0). In Figure 6 the complex turning
manoeuvreistobeseen:theshipisusinginparallel
engines,ruddersandthebowthrustertoturnas
fast
as possible. Afterwards the engines have to be
reversed and the ship controls are adjusted to go
asterntotheberth.InFigure7theresultforthefull
manoeuvringplanistobeseenwiththewholesetof
ManoeuvringPoints(MP)forthecompleteapproach
andthe
berthingmanoeuvre.
Thedifferentsettingsofthecontrolsandthetrack
oftheplannedmanoeuvresequencesarestoredina
manoeuvreplanningfiletobedisplayedintheENC.
Fortheexecutionofthemanoeuvrethisplancan
be activated later to be superimposed inthe ECDIS
together with the actual
position of the ship and,
mostimportant,withthepredictionofmanoeuvring
capabilities for effective steering under the actual
manoeuvringandenvironmentalconditions.
135
Figure3.SAMMONTrial&TrainingToolInterfacewithsampleforKickturnwithrudderHardPTfromzerospeedtoEOT
FullAheadportassampleforpotentialshipsmanoeuvringcapabilities
Figure4. Display for Manoeuvring Design by Fast Time Simulation for immediate presentation of manoeuvring results:
SampleforenteringtheturningareawithslightturningtoSTBfrominitialconditionsinafairwayatinitialManoeuvring
PointMP0
136
Figure5.PlanningofthenextsegmentfromMP1toMP2–speedreduction
Figure6. Planning of the next segment from MP 2 to MP 3 – complex turning and stopping with engines, rudders and
thruster
137
Figure7. Complete manoeuvring plan for the route segment for passing the turning area and approaching the berth in
asternmotion
4 MANOEUVRINGMONITORINGAND
MULTIPLEDYNAMICPREDICTIONMODULE‐
OVERLAIDPREDICTIONFORON‐LINE
MANOEUVRINGDECISIONSUPPORTUSING
MANOEUVRINGPLANS
4.1 PresentationofdynamicpredictionsinECDIS
environment
For a compact presentation of information to the
captain, pilot and responsible navigating officer
respectivelya new layout of aconning display was
designed and implemented int
o the equipment
installedonanintegratednavigationsystem.Forthe
purpose of testing the technical feasibility and user
acceptance the new conning display with the
integrated MULTIPLE MANOEUVRING
PREDICTION MODULE was implemented in the
INS equipment of the large full mission simulator
bridgeoftheshiphandlingsimulatorofMSCW.The
sample ship is again the RO‐PAX Ferry
“Mecklenburg‐Vorpommern”, the test area is the
Rost
ock Sea Port. The RO‐PAX ferry is leaving the
berthtobesteeredthroughthefairwayandtoleave
theport.
The layout of a dedicated prediction display
integrated into an ECDIS is shown in Figure 8. It
contains conning informat
ion together with the
predictionand the planned manoeuvring track. The
centre window shows the ENC in Head up Mode
together with motion parameter for longitudinal
speed and transverse speed as well as a circle
segment with the rate of turn is shown. The ships
position is displayed in the centre of the ENC as
ship’scontourwherealsothetra
ckpredictioncanbe
indicatedascurvedtrackoraschainofcontoursfor
the selected prediction time. The prediction
parameters as range or interval of presentation can
besetinthecontrolwindowattheupperleftside.
The Dynamic Path Prediction with the
sophisticatedsimulationmodelisshownaschainof
ships contours based on full math model (ship
contoursevery60secfor4minwithturningtoSTB).
Thisdynamicpredictionreflectsalreadytheeffectof
the setting of rudder and propeller control
parametersshownintheleftbottomwindow:Inthi
s
samplethetworuddersof the ferry used are set to
15° Starboard and the Engine Order Telegraph for
the two controllable pitch propellers are set to 19%
representing 127 rpm of the propeller. The actual
pitchstatusis13.Thisinterfaceallowsapresentation
of dynamic predictions of steering and stopping
charact
eristicsasanimmediateresponseaccordingto
thecurrentsteeringhandleorengine ordertelegraph
position. It can be perfectly compared with the
planned manoeuvring track as a reference line or
curve,shownasbluelineintheENCwindowalong
thechainofmanoeuvringpointsMP.
Thepredicted tra
ckforthe simplified static path
prediction based on of current constant motion
parameters(implementedasadd‐oninsomeECDIS
solutions)areshownasmagentacurve:Accordingto
the actual/present small rate of turn to Port the
predictedtrackispresentedasacirclesegmenttothe
leftside.
138
Figure 8Layout for Manoeuvring Prediction integrated into ECDIS and comparison of static and dynamic predictions
togetherwithplannedmanoeuvringtrack(blueline)‐‐Scenarioafterleavingtheberthandturningintothefairway
Figure9.ManoeuvringPredictionintegratedintoECDISandcomparisonofstaticanddynamicpredictionstogetherwith
plannedmanoeuvringtrack(blueline)andcontoursatmanoeuvringpoints ‐Scenariowhenenteringtheportandreducing
thespeedbeforeturningtheshipontheturningarea
139
Figure 10. Layout forManoeuvring Prediction integrated into ECDIS and comparison of static and dynamic predictions
togetherwithplannedmanoeuvringtrack(blueline)‐‐Scenarioafterleavingtheberthandturningintothefairway
Figure11.ManoeuvringPredictionintegratedintoECDISandcomparisonofstaticanddynamicpredictionstogetherwith
plannedmanoeuvringtrack(blueline)andcontoursatmanoeuvringpoints ‐Scenariowhenenteringtheportandreducing
thespeedbeforeturningtheshipontheturningarea
140
Figure 12 Comparison of manoeuvring performance‐ Left: Analysing recorded data from VDR of real ship: Ferry MV
enteringportandmanoeuvringonturningareabystoppinguntilV=0,turning,acceleratingandbackingtoberth(totaltime
18min)
Right:AlternativemanoeuvringstrategiesusingFTSdevelopedinsimulator:Combiningstoppingandturningonturning
area,non‐interruptedturningandbackingtoberth:Result‐Saving3to5mi
n!
Theuseofpathpredictionwithsimplifiedmodels
wasalreadymentionedinpreviouspapers,however,
theuseofthisnewmultiplepredictionsbasedonthe
full dynamic model including the propulsion /
engineprocesstogetherwiththeresultofpreceding
manoeuvring design is a great innovation and
advantage. It was found tha
t for the application of
this dynamic prediction technology new strategies
were developed to save some minutes in this area
(seeFigure12)whichisveryimportantintighttime
schedules(Fischer&Benedict2009).
4.2 SAMMONManoeuvringTrial&TrainingTool
Thismodulecombinesafullsimulation module for
the ship manoeuvring process with allthe modules
ab
ove for planning and monitoring in order to test
andtryoutmanoeuvringplansandstrategies,tobe
usedboth:
astrainingtoolinmaritimeeducation
in briefing / debriefing sessions for ship
handlingsimulatortraining,
aswellasinlecturesonshipsmanoeuvringin
classesand
astrainingtoolonboardships.
In order to control the virtual ship during the
simulation process a manoeuvring panel on the
screenallowssteeringtheshipinrealtimealongthe
plannedroutesupportedbytheMultiplePredictor.
5 INTEGRATIONOFSAMMONSYSTEMINTO
EDUCATIONFORLECTURING&TRAINING
SIMULATION
For training & education the SAMMON System is
av
ailableas a portableversionbased on Tablet PCs
for Planning of Manoeuvres in Briefing, Instructor
stationsanduseonSimulatorbridgesFigure13.The
SAMMON system is interfaced to the Rheinmetall
Defence Electronics ANS 5000 Ship Handling
Simulator (SHS) at the Maritime Simulation Centre
WarnemündebyWLANconnection.Allshipswhich
areav
ailablefortheSHSarealsoreadyforuseinthe
SAMMON system for the following Concept of
ApplicationforShiphandlingsimulation:
Briefing:
Demonstratingshipsmanoeuvringcharacteristics
byusingSIMOPTforfamiliarisation
Drafting Manoeuvring Concept as Manoeuvring
Plan (using MANOEUVRING DESIGN &
PLANNING tool) according to the training
objectives
Optimisationoftheconceptbyseveraltrialsofthe
trainee (using MANOEUVRING TRIAL &
TRAININGtool)
ExecutionofsimulatorExercise:
Training of conventional ship handling
proceduresandbyusingthebymeansofnewFTS
technology with underlying manoeuvring plan
and dynamic prediction (MANOEUVRING
MONITORING & MULTIPLE DYNAMIC
PREDICTIONtool)
Debriefing:
Assessment of the exercise results from full
mission SHS by comparison of exercise recordings
withtraineesownconceptoroptimisedmanoeuvring
plan by using SIMDAT tool for displaying and
assessing the results of the exercise, e.g. comparing
the result with the initial concept developed by the
student in the briefing session and additionally to
discuss alt
ernative manoeuvring solutions by using
theMANOEUVRINGDESIGN&PLANNINGtool).
141
Figure13. SAMMON System set up based on Tablet PCs
within Ship Handling Simulator environment: as Bridge
Version(top),LecturerSystem(left)andInstructorVersion
(right)
ACKNOWLEDGEMENTS
The research results presented in this paper were
partly achieved in a number of research projects,
among those “Integrative simulation‐based
Manoeuvre Planning and Monitoring System”
(IMMoS‐ISMAP),“Multi Media for Improvement of
MET” (MultiSimMan), Satellite‐based Maritime
Safety (SAMARIS), “Accessibility for Shipping,
Efficiency Advantages and Sustainability”
(ACCSEAS), as well
asʺSimulation‐based training
module to promote green energy‐efficient ship
operationʺ(ProGreenShip)fundedbyEU,byNippon
Foundation as well as by the German Federal
Ministry of Economics and Technology (BMWi),
EducationandResearch(BMBF)andtheMinistryof
EducationandResearchofMecklenburg ‐Pomerania,
surveyed by Research Centre
Juelich PTJ and DLR.
Additionally it has to be mentioned that the
professionalversionoftheSAMMONsoftwaretools
hasbeenfurtherdevelopedbythestart‐upcompany
Innovative Ship Simulation and Maritime Systems
GmbH(ISSIMSGmbH;www.issims‐gmbh.com).
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