1 INTRODUCTION

In ship handling practice several manoeuvring

prediction technologies are used to have a better

insight into the development of ships motion. There is

a historic development from very simple methods

based only on the measurement of current ship

motions up to high-tech innovative technologies where

complex models of ship manoeuvring dynamics are

used to forecast the response on commanded ruder,

engine or thruster application or even external effects

as wind and shallow water immediately for a suitable

Manoeuvring Prediction for Safe and Efficient Ship

Handling in Training & Ship Operation – Status Quo

and Outlook

K. Benedict

, M. Baldauf

& M. Kirchhoff

Hochschule Wismar, University of Applied Sciences – Technology, Business and Design, Rostock-Warnemünde, Germany

Innovative Ship Simulation and Maritime Systems - ISSIMS GmbH, Rostock-Warnemünde, Germany

ABSTRACT: Prediction methods and forecast of future developments and trends as well as related decisions or

actions and reactions have been playing a vital role in human live and evolution. Human intelligence allowed for

a dominating role in the development of our planet using our brains and more and more computers and merging

artificial intelligence in the future. In the maritime domain, among others, the forecast of ships motion has been

developed: from simple straight forward voyage planning in paper charts based only on rough measurement of

estimated positions and ship motions, up to the latest developments using electronic navigation, ECDIS,

communication technologies and high sophisticated Fast Time Simulation (FTS) methods. In the paper the already

known technologies for supporting the ship handling process will be compared with potential new methods from

single prediction up to multiple prediction and even step ahead prediction with unrivalled extension of the

decision horizon. It reflects new requirements for preplanning of manoeuvres as part of berth-to-berth voyage

planning specifically for arrival and departure segments - and increasing demands for safety and efficiency for

the execution of manoeuvres in the conning process. Computer-based systems have been developed for

“Simulation Augmented Manoeuvring Design, Monitoring & Conning” and are used to analyse and demonstrate

the different prediction methods. Complex models of ship manoeuvring dynamics are implemented in order to

forecast the immediate response on commanded control settings or even external effects as wind and shallow

water for a suitable time period of the future motion. The paper provides insights into the potential benefits of

various prediction methods based on FTS, discussed both for long term preplanning and short-term prediction

for real-time support during the manoeuvring process. The benefits for increasing the effectiveness of lecturing

and simulator training using these methods are obvious specifically for complex manoeuvring systems and will

be demonstrated in this paper. It is a break-through in lecturing and training for immediate knowledge generation

and checking ideas, it works perfectly for self-study individual learning and is excellent for the preparation of

trainees for Full Mission simulator training, covering not only aspects of safe but also energy efficient and

emission-minimized manoeuvres. Finally, potential future applications for wider navigation areas will be

addressed.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 19

Number 1

March 2025

DOI: 10.12716/1001.19.01.01

time period of the future motion. In the following the

already know technologies will be compared with

potential new methods from single up to multiple

prediction and step ahead prediction with unrivalled

extension of the decision horizon:

− The simplest prediction is the speed vector giving

only information about the momentary speed and

the direction of motion.

− The (static) path prediction reflects the momentary

speed but also the turning motion of the vessel -

therefore it can be seen as a speed vector with a

curvature according to the amount of rate of turn

− The dynamic prediction shows the real path

according to the steering commands provided by a

simulation model

− The new step ahead prediction allows not only for

on but at least for two or more manoeuvring

segments

Parallel prediction can be used to display and

compare some of the previous prediction methods in

parallel to give a better understanding of the motion

and the precision of the prediction.

The SAMMON software system for “Simulation

Augmented Manoeuvring Design, Monitoring &

Conning” will be used to demonstrate and analyse the

different prediction methods. This system has been

developed and matured over years, and promising

experiences were made at the Maritime Simulation

Centre Warnemuende MSCW (e.g. [1]).The software is

based on the innovative “Rapid Advanced Prediction

& Interface Technology” (RAPIT) to simulate the ships

motion with complex dynamic math models and to

display the ships track immediately based on Fast Time

Simulation in an Electronic Sea Chart. Using this

technology provides insights into the potential benefits

of the prediction methods discussed both for simulator

training and future on-board application.

The SAMMON system represents the full

information from Ships’ manoeuvring documentation

and additional trial measurements, which have been

condensed in a complex ship dynamic simulation

model, capable of simulating environmental effects.

Even with standard computers it simulates 1000 times

faster than real time: in 1 second computing time it

simulates a manoeuvre taking up to 20 minutes. This

technology was initiated in research activities of the

“Institute for Innovative Ship Simulation and Maritime

Systems” ISSIMS at the Maritime Simulation Centre

Warnemuende MSCW, which is a part of Hochschule

Wismar, University of Applied Sciences - Technology,

Business & Design in Germany, specifically in its

Department of Maritime Studies, Systems Engineering

and Logistics. The technology has been further

developed and is maintained by the company ISSIMS

GmbH (see website).

There are several modules of the fast time

simulation system (FTS): The centre element

SAMMON is the innovative system for “Simulation

Augmented Manoeuvring – Design, Monitoring &

Conning”. It comprises several software modules, the

two most important are (a) the Manoeuvring Design &

Planning Module and (b) the Manoeuvring Monitoring

& Conning Module with Multiple Dynamic

Manoeuvring Prediction. These modules are made for

both for lecturing and simulator training for ship

handling and also to assist manoeuvring of real ships

on-board, e.g. to pre-pare manoeuvring plans for

challenging harbour approaches / departures.

Important tools are made to support SAMMON, e.g.

the SIMOPT software for modifying ship math model

parameters both for simulator ships in Ship Handling

Simulators (SHS) and for on board application of the

SAMMON System and the SIMDAT software module

for analysing / displaying simulation results both from

simulations in SHS or SIMOPT /SAMMON and from

real ship trials [6].

The benefits for increasing the effectiveness of

lecturing and simulator training using these methods

are obvious specifically for complex manoeuvring

systems and will be made visible in this paper by using

ships both with twin screw and azimuth propulsion for

discussion of the manoeuvring effects.

2 OVERVIEW ON EXISTING AND NEW

INNOVATIVE MANOEUVRING PREDICTION

METHODS

2.1 Speed Vector as Simple Prediction and Use for

Stopping Distance Indication

The speed vector is an indication for the momentary

speed of the vessel and also for the direction of motion:

(a) The vector is pointing into the momentary direction

of motion of the vessel. That means when moving in a

turning circle the speed vector is a tangent to the

circular track. (b) Normally the length of the vector can

be adjusted in its length e.g. from 1 to 6 min. This

means, the vector shows the distance along the ship is

moving in this time period.

The length of this vector can be used as a reference

length for manoeuvring characteristics which are

depending on the speed of the vessel, e.g. for

comparison with the stopping distance from a certain

initial speed, specifically when the ship is moving on a

straight track. One of the elements during the lectures

in simulator training courses is the familiarisation with

the ship manoeuvring characteristics and its effective

application – and SAMMON is a very smart tool to do

this in a short time and with high success. The

following example addresses the ships stopping

capability. Specifically, for the samples in this paper a

mathematical model of the cruise ship “AIDAblu” is

used. This ship has the following dimensions: length

LPP= 244.6m, beam B=32.2m, mean draft Tm= 7.00 m.

The ship is equipped with two pitch propellers, two

rudders and two thrusters each at the bow and at the

stern.

Figure 1. Display of the Manoeuvring Design & Planning

Module: Stopping manoeuvre for Cruise ship from Half

Ahead (EOT=+50% for 11.8 kt) at MP1 to Full Astern (EOT=-

100%)

To get an overview on the ships stopping distances

from several speeds and with various astern power,

some test trails could be done either with the Design &

Planning tool (Fig. 1) or with the SIMOPT and SIMDAT

program. By means of the Planning tool the ship can be

set in the chart window on an initial position MP0 (Fig.

1, bottom) where the initial speed can be adjusted using

the handles in the right window. Then the ship is

moved by the time slider at the bottom of the chart

window, e.g. to a position after 1 min or more, and

there the MP 1 is set by pressing “Add MP”. Then the

handles are active at this MP1 and are used to reverse

the engine to EOT=-100% and immediately the

stopping position can be seen on the chart window.

As long as such a sophisticated dynamic prediction

tool is not available on the bridge or in the simulator

yet, it is helpful to use the speed vector as alternative,

because it shows the distance the ship runs in the

vector time set. The basic idea is to adjust the speed

vectors’ length to the stopping distance: The required

speed vector length can be easily calculated from the

well-known relation speed=distance/time, which can

be changed to time = distance / speed. From this

equation, we can calculate the vector time:

t_vector=Stop way / Starting speed.

2.2 Static Path Prediction as Indication of Current

Motion Status and Dynamic Manoeuvring Prediction

as Description of Future Motion of Ship

Path Prediction is a well-known feature in various

bridge navigation or pilotage systems to be used in

ENC or Radar image environment. It is based on a

simple method to use the momentary values of ship

speed and rate of turn as constant for the future and

integrate these values over time. The result is a track in

form of a circle segment with constant curvature and

the positions of the ship are shown as equidistant ship

shapes on that circle. This means for an intended

turning manoeuvre as for the podded cruise ship in

Fig. 2 in the first moment after rudder action (when the

ship is not turning yet), the predicted path is a straight

line, positions over time are presented by the magenta

shapes, which are lined up in a straight line – same as

the speed vector. When the ship starts turning then the

predicted track is bending according to the momentary

increasing rate of turn. This means the information of

the future track is not very informative in the first

phase of a turning manoeuvre. The predicted track is

always changing, allowing only for information on the

tendency of the turning direction and the change in

rate of turning. Only when the rate of turn and the ship

speed has reached its constant, steady state motion

status then the predicted track is equal to the future

ships motion.

In contrast to the static prediction, the dynamic

prediction immediately shows the future track

following the command input given, even if the pod

has not changed its position. In Fig. 2. both static and

dynamic prediction methods can be compared: at the

beginning of the turning manoeuvre when the rate of

turn is still zero (left) both predictions are totally

different because only the dynamic prediction shows

the future track. The more the ship starts turning

(right), the static prediction changes and the track and

the distances of the shapes becomes more and more

identical with the dynamic prediction and are equal

when the steady state condition are reached with

constant speed and turning rate. In case the rudder will

be reduced then the dynamic prediction immediately

would show the reaction and the future track: e.g. due

a azimuth TOE-IN 15° position, the dynamic prediction

indicates immediately the decrease of turning whereas

the static prediction remains a circle for a certain time,

according to the existing rate of turn.

The SAMMON Planning tool allows with its

dynamic predictions an unrivalled opportunity for

demonstrating ship dynamics during lecturing and

also individual student training on laptops using the

on-screen manoeuvring handles. It is unique in

providing more predictions at the same time and with

this functionality to build up a full manoeuvring plan

for arrival / departure manoeuvre for the approach and

in ports as in the following chapter.

Figure 2. Comparison of for Static Path Prediction (magenta

ship shapes) and dynamic prediction (black shapes) in

SAMMON Planning for a turning manoeuvre of a ship with

Azimuth Propellers 15° PT (Top: Situation at the beginning

of the turning manoeuvre right after the initial rudder

command; Bottom: Situation after 30s (left) after initiating the

manoeuvre at MP0)

2.3 Extended Prediction for wider Horizon in

Manoeuvring Processes

The predictions discussed above are providing the look

ahead for the next manoeuvre only. However, it

happens quiet often that the previous manoeuvre was

not sufficient and therefore the next manoeuvre ahead

cannot be performed successfully. Therefore, the so

called “Edit Mode” was developed as feature of the

Planning tool in order to allow to jump back on

previous MPs to correct the commands there

sufficiently. A great support can be given by presenting

the prediction for not only one but at least two

manoeuvring segments ahead as shown in Fig. 3 .

Figure 3. Sample for Intelligent prediction with two

simulated steps ahead for a turning manoeuvre into the side

arm at Rostock Port (Black shapes: first prediction at current

position; Red shapes: second prediction from the blue shape

reference position). Left: Approach to the turning area and

Rudder Midships at MP0, next manoeuvre is the turning

manoeuvre at MP1 prepared with commands to achieve the

track ahead with red shapes. Centre: control action at MP0 -

Change of Rudder to 3°SB. Right: additional control action at

MP0 - EOT 28% was reduced on top of Rudder to 3°SB.

It shows the approach to the turning area of Rostock

Port. In the left figure the black shapes represent the

prediction from the current position MP 0 with

command settings shown in the manoeuvring panel on

the right side set to Rudder Midships and both engines

EOT +30%. The red shapes represent the prediction for

the next manoeuvre, planned from the blue shape to

turn in the side arm which is pre-planned with split

engines and rudders 20° PT. Both predictions are

calculated in parallel, therefore the whole manoeuvre

can be controlled at MP0: for instance, by changing the

rudder (centre) the whole prediction chain will turn, or

by changing the engine then the starting position of the

next manoeuvre will be moved and comes closer for

reducing the EOT (right). This is a good opportunity to

adjust commands at the actual position, for instance

when wind or other forces are coming into the scenario.

This samples show how easy it is to prepare a full

manoeuvring plan and the benefits to get information

and learn about the manoeuvring behaviour of the

ship. The operational interface on the screen allows for

comfortable use on a laptop, both for lecturers and for

trainees, in simulators or on board.

2.4 Prediction for Efficiency Consideration during

Manoeuvres

In research projects an extension of the SAMMON

system is under preparation for adding energy

consumption into the fast time simulation. Previous

research has shown that an efficient ship operation is

not only depending on the provided technical

equipment, but also on the efficient handling.

Measurement on board of a real vessel showed a

variety of required energy for the same port approach

but with different manoeuvring concepts [4].

Measurements under controlled conditions in a

simulated environment showed that proper assistance

tools could lead to an effective manoeuvring while

reducing the amount of engine orders and rudder

commands given and using alternative manoeuvring

concepts (see e.g. [9], [4]). In these publications and in

the following example the energy reduction regarding

the simulations was only determined by the calculation

of the propeller energy - without taking into account

the drive train yet. In Fig. 4 an example is given for two

initial manoeuvring conditions with different

variations of propulsion for a double-end ferry with

four azimuth propellers. The required power in kW at

MP0 (red ship contour) can be seen in the new

manoeuvring handle interface on the right side with

the green bar display: for the propulsion condition by

using the two pairs of azimuth propellers at front and

aft with equal EOT 40% the power is equally

distributed indicated with bars of same length and an

initial speed of 6.5kn can be observed. For the condition

where the aft propellers are used (bottom) with EOT

50% a speed of 7.6 kn can be seen and a smaller power

requirement at the front propellers, obviously the

propeller load is reduced at these azimuth propellers.

In future it is planned to consider the drive train

energy into the simulation in the same way as in the

on-board measurements where the total energy has

been directly calculated by integrating the power of

installed azimuthal drives (see [4]). Therefore, the

project SimpleShip was initiated by various

institutions and funded by the German government

[5]. Considering that one of the largest consumers on a

passenger ship is the propulsion, the main target is to

give the nautical crew innovative assistance for

navigating with higher safety and efficiency, to

calculate and predict the total energy consumption

within the manoeuvring time.

Figure 4. Examples of prediction of power requirement

(green bar display, in kW) for a double-end ferry with four

azimuth propellers (left: both pairs of azimuth propellers are

active with EOT 40%, right: aft propellers increased to EOT

50%)

In the next Figure 5 two different manoeuvres are

shown to discuss the different turning strategies

starting at position MP3: In the left figure it is done in

conventional way by stopping the port engine and

turning the ship with the SB POD IN100° with

transverse thrust like a rudder; In the right figure the

pods are used in a tandem position: PT POD IN120°

and SB pod OUT60°

Figure 5. Two manoeuvres for different turning strategies

starting at position MP3: left: conventional way by stopping

the port engine PT POD EOT 0% and turning the ship with

the SB POD to IN100° with EOT 30%; right: the pods are used

in a tandem position: PT POD to IN120° and SB POD to

OUT60°, both with EOT 34%

In the final phase of the manoeuvring plan the ship

will be stopped short before the berth: also here the

pods can be used in conventional way of stopping by

reversing the pods to direct the thrust in astern

direction or to be used inward to create maximum

resistance and on the same time adjusting the EOTs so

that the ship is moving in the direction of the berth,

together with the bow thrusters.

The question is now to decide which of the two

strategies are better? For this reason, the fuel

consumption was estimated for both versions by

means of the SIMOPT [6] / SIMDAT software

programs. The benefit is shown in Figure 6 comparing

the consumption for both manoeuvring strategies for

each manoeuvre separate (left) and as a cumulative

sum of all the manoeuvres (right). It can be analysed

with respect to consumption:

− Conventional POD- strategy: consumption ca.

3x106 g, i.e. ca 3 t

− New POD-Inward strategy: ca. 9x106 g

consumption, i.e. ca 9 t

Therefore, the following conclusion can be made:

− The conventional operation of PODs like for a

normal Twin Screw ship has only 30% fuel

consumption (and in analogy about 30% emission

of CO2), compared to the New operation: Operating

the PODs against each other is a waste of energy

and damage to the environment!

− It is without any doubt that the Inward strategy has

a lot of advantages because the ship is much easier

to control due to the immediately available steering

forces when turning the pods for higher

revolutions. But this should only be used if these

high forces are really needed, e.g. for challenging

external forces or complicated manoeuvres.

Figure 6. Comparison of consumption for both manoeuvring

strategies: Left: Plot of consumption of separate manoeuvres;

right: Plot of cumulative consumption (Blue: Conventional

POD strategy, speed changes by reducing POD revolutions -

Red: New POD strategy, speed changes by turning both

PODs inward)

2.5 Parallel Prediction for Direct Steering with Handles

on Bridge

For hands-on experiences it is of advantage to use the

SAMMON Monitoring and Conning tool because it

allows the input to the prediction using the bridge

handles – both in simulators or on- board ships. In

Fig. 7 the handles on the bridge console represent a

typical configuration for Azimuth Propeller steering.

Because of the complexity of the response of the vessel

as result of the 360° azimuth thrusters in combination

with bow and stern thrusters there is a big variety of

options. The prediction can be used either in freeze

mode when the simulator exercise is stopped (left) to

familiarise with different manoeuvring strategies and

also during the run of the exercise where the

predictions are shown during the run (right).

Using the Monitoring & Conning tool, several

predictions can be shown in parallel for steering the

ship: Display of Manoeuvring Plan, together with

current position and Predicted Manoeuvres in parallel,

i.e. with the new Multiple Dynamic Prediction tracks

for Dynamic Prediction, based on full ship dynamic

simulation for future ships motion due to the input

from actual bridges handle settings together with the

“Path Prediction”. This feature allows for more safe

and efficient manoeuvring which has been proven in

several tests (see e.g.[3])

Figure 7. SAMMON Monitoring & Conning Tool with

Multiple predictions used in Ship Handling Simulator for

Training used in familiarisation exercise for Podded Ships

(Full Dynamic Predictions: black dotted ship contours; Static

Path Prediction: Magenta ship contours). Left: Exercise in

Freeze Mode for TOE IN method for Stopping Manoeuvre

with dynamic prediction. Right: Turning manoeuvre during

simulator run using static and dynamic prediction in parallel

In Figure 8 a sample for the screen is shown with

Display of Manoeuvring Plan and Predicted

Manoeuvres Multiple Dynamic Prediction in parallel

for tracks for full ship dynamic Simulation for future

ships motion and “Path Prediction” Presentation

simply taking the current rate of turn and speed as

constant for the prediction time period.

Figure 8. Display for Multiple predictions: Real time

simulation and Manoeuvring Prediction integrated into

ECDIS with comparison of Full Dynamic Predictions (black

dotted ship contours) and the simple static prediction

(magenta curve, no shapes) together with planned

manoeuvring track (blue line and ship shapes) for a Cruise

ship arrival at Marseille and berthing at Pier 163

3 PREDICTION FOR ASSISTANCE IN COLLISION

AVOIDANCE

Moreover, predictions help the Officer of the Watch

(OOW) make decisions during potential collision

situations. There are three main applications:

determining when to initiate maximum rudder angle

for safe passage, identifying the "Last Line of Defence"

for collision avoidance, and visualizing manoeuvring

zones for steering control options. Besides providing

information about latest time for initiating an

avoidance manoeuvre for safe passage, new features

support situational awareness by displaying navigable

space and predicting paths with maximum rudder

angles. This is valuable for simulation training,

demonstrating risk models and collision avoidance

strategies to cadets.

Additionally, visualizing the escalated risk of

collision based on the ship's own manoeuvring

capabilities at the prevailing circumstances enhances

maritime education and training.

Figure 9. Visualising lower action limit for "Stand on Vessel"

(left), multiple prediction of maximum manoeuvres (centre)

and manoeuvring zones with all potential manoeuvres

(right)

Figure 9 (left) shows an encounter situation in an

electronic chart environment. The own ship (red shape)

is on a north-easterly course, approaching another

vessel on a south-easterly course, crossing the bow at a

short distance. The prediction highlights the closest

approach when the own ship's heading equals the

target ship's course over ground. To ensure a minimum

passing distance of 0.25 nm at the CPA, the hard wheel

over command must be initiated at MP 1, reaching MP

2 ([2]; [6]). An extended version is to be seen in the

centre as a sample for presentation of four dynamic-

manoeuvring predictions: of actual manoeuvring track

(black-dotted contours) and additional manoeuvring

tracks for hard-to-STB (green) and PT (red) as well as

for crash stop (black) from actual motion parameters -

the ship has applied rudder amidships the contours of

actual control are ahead of the ships position. From the

figure it is to be seen that a stopping manoeuvre would

not help anymore but a turning circle to starboard

would help.

An alternative concept for situation assessment and

decision-making is to use multiple predictions to

visualize all potential positions of a manoeuvring ship

within a given timeframe (Figure 3 (right)).

Manoeuvring zones can be calculated and

displayed, representing areas a ship may cover using

various control settings for the exact situation. This

concept may enhance situation assessment for collision

avoidance on board ([9]) as well as monitoring from a

VTS ([11]).

4 APPLICATION OF FAST TIME SIMULATION

FOR PREDICTION IN A NEW MASTER DEGREE

COURSE FOR MARITIME PILOTAGE - MODULE

MANOEUVRING

Traditionally, seafarers in Germany had to be vessel

masters for an extended period before allowed

applying to become a pilot. However, declining

applicant numbers with that experience level led to

considerations how to cope with lowered entrance

experience and therefore to be balanced by increased

training needs. Today, pilot training in Germany

follows three paths (named LA1, LA2 and LA3)

depending on participant experience levels:

− Career Path LA3: For those with a master’s license

and 24 months sea experience in the last 5 years. It

requires 12 months of in-house training and an

exam.

− Career Path LA2: For those with a master’s license

but lacking sea experience. Participants undergo an

additional 6 months training before starting LA3.

− Career Path LA1: For those without a master’s

license, a selection process and a new, dedicated

degree program "Master of Maritime Pilotage" in

Warnemünde is required, covering content and

training also for the foregoing steps.

To bridge experience gaps, extensive simulation

exercises are used, including conventional ship

handling simulators, virtual reality (VR) headset

simulations, and remote operated model ships. Model

ships for practical training are used for demonstrating

hydrodynamic effects and allowing practice of

berthing manoeuvres under varying conditions.

Especially the problem of students’ heterogeneity level

of experiences in regards to their sea times and the

variety of the experienced ship types is very crucial.

The overall aim is to improve and to make individual

knowledge accessible to all participants. According to

constructivist learning theory, effective learning

should be active and individual. In heterogeneous

groups, this is achieved through project work, where

participants solve problems together, utilizing their

strengths. Fast Time Simulation tools are perfect for

this approach.

One element of the Manoeuvring Module in the

new course is to apply knowledge of different

propulsion and manoeuvring aids to create and

prepare a detailed manoeuvring plan. Participants

were divided into four groups, each tasked with

developing a departure manoeuvre for their vessel

type:

− Group 1: Right-handed fixed propeller, no thruster

− Group 2: Left-handed pitch propeller, bow thruster

− Group 3: Inward turning double propeller, bow

thruster

− Group 4: Podded propulsion, bow thruster

All vessels were defined to be 200m in length, with

no current or wind conditions, and operated in a wide

manoeuvring area with a simple pier. Each group had

to depart from the same berth but with different

vessels. The goal was to focus on the propulsion and

thruster performance, allowing participants to present

and discuss their detailed manoeuvre plans.

The discussion within the groups fostered a rich

exchange of knowledge and experience. When

presenting their results, participants detailed their

manoeuvres, and the lecturer used the SAMMON

Planning tool to illustrate the outcomes Figure 5. This

had three key effects:

− Participants took the manoeuvre descriptions

seriously.

− Incorrect assumptions were quickly corrected

through simulation of alternatives.

− Other groups benefited from moderate exchanges

and knowledge specific to each propulsion setup.

Afterwards, reshuffled groups planned a departure

from same pier under same conditions, focusing on

accurate detailing and identifying limits. The Fast Time

Simulation tool demonstrated several advantages:

− Enhanced knowledge of propulsion setups,

particularly double propeller and podded

propulsion.

− Quick correction of wrong assumptions through

immediate simulation feedback.

− Efficient demonstration of well-prepared plans

versus reactive manoeuvring.

− Focused manoeuvre planning without distractions

like handling errors or visuals.

Final discussions revealed the existing great

potential of the software and suggestions for future

software feature extensions were made.

Figure 10 Three different departure Manoeuvres created by

groups of participants. Left: departure with right-handed

fixed propeller and bow thruster, Middle: shows departure

with two inward turning propellers and bow thruster, Right:

shows vessel with two podded propulsion and bow thruster.

5 CONCLUSIONS

Prediction of ship motions is an essential part of safety

of navigation in general, for manoeuvring in coastal or

narrow waters - and particularly when approaching

terminals and ports for berthing. In this paper a survey

of historic developments and recent achievements of

simulation-based manoeuvring predictions is

provided.

Digitalization and modern information and

communication technologies are main prerequisites for

advancements of predictions. The invention of Fast

Time Simulation and its implementation for more exact

and reliable manoeuvre planning is a big advantage -

not only for simple course changes but very complex

manoeuvring for berthing operations in narrow

harbour basins. A powerful and reliable prediction tool

for manoeuvring operation including energy and fuel

consumption is a path to include the crew and provide

them with proper information. Moreover, situation

assessment and decision making for manoeuvring with

purposes of collision avoidance can be supported

much more comprehensively and easily than just 5 or

10 years ago. It is possible to provide situation-

dependent limit values for triggering collision

warnings precisely - considering the manoeuvring

behaviour for determination of the latest moment to

take action. The developments and technical

implementations focussing on the support of the

Officer of the watch on a ship’s navigational bridge, are

very beneficial for training purposes in maritime

education and training of navigating officers. In this

way manoeuvring predictions improve simulation

training and shall be integrated accordingly as for the

new Master Course for Maritime Pilotage at

Hochschule Wismar.

ACKNOWLEDGEMENTS

The authors thank the lecturers, pilots, and navigators who

shared their insights during interviews and questionnaires.

This research was partially conducted within the national

research project “Expertsystem as an Assistant for Manned

and Autonomous Shipping (EBAS)” funded by the German

Federal Ministry of Digitalization and Transportation

(BMDV). It is supervised and surveyed by DLR Projektträger

Bonn. Further research was part of the SimpleShip project,

supported by the German Federal Ministry for Economic

Affairs and Climate Action (BMWK) and overseen by the

German Research Centre Jülich (PTJ). Additionally, materials

from the LEAS project (“Shore-side decision support for

traffic situations with highly automated or autonomous

vessels using AI”), funded by the German Federal Ministry

of Education and Research (BMBF) and supervised by VDI

Technologiezentrum Düsseldorf, are included. ISSIMS

GmbH provided the SAMMON software tool used in this

study [7][8].

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