143
1 INTRODUCTION
A thorough understanding of the impact of lateral
wind forces on maritime vessels, particularly ferries, is
essential for ensuring safe and efficient port operations.
The port of Gazenica, situated on the Croatian coast of
the Adriatic Sea, experiences distinct climatic
conditions that significantly influence ship
maneuverability. This literature review surveys
previous research concerning wind forces acting on
ships, examines design and operational strategies
employed to mitigate these forces, and discusses the
specific challenges encountered by maritime
transportation within the Adriatic Sea.
Research investigating wind forces on ships has
underscored the complex interplay between
atmospheric conditions and vessel design
characteristics. According to Schneekluth and Bertram
(1998), the magnitude of lateral wind forces on a ship
is contingent upon several factors, including wind
speed, wind direction, vessel dimensions, and
superstructure configuration. These authors
formulated a set of empirical equations for estimating
wind forces, which have gained widespread adoption
within maritime engineering. A study conducted by
Blendermann (1994) offered a comprehensive analysis
of wind loads on ships, emphasizing the critical need
to consider both steady and gusty wind conditions.
Blendermann's research indicated that large vessels
possessing substantial lateral plane areas exhibit
particular vulnerability to drifting when subjected to
high lateral wind forces.
To counteract the effects of wind forces, various
design strategies have been investigated. Molland,
Turnock, and Hudson (2011) discussed the significance
of optimizing ship superstructures to minimize wind
resistance. They proposed that streamlined designs
and the application of advanced materials can
Determining Port Wind Limiting Conditions for Safe
Maneuvering and Berthing
M. Barić, I. Toman, N. Kostovic & L. Grbić
University of Zadar, Zadar, Croatia
ABSTRACT: This paper examines the influence of lateral wind forces on ferry operations within the port of
Gazenica, situated on the Croatian Adriatic coast. Utilizing wind data collected from May 2017 to June 2024, the
study identifies southeasterly (SE) winds as the most critical factor affecting ferry maneuverability due to their
frequency and intensity. The research assesses wind-induced forces on three specific ferries—"Brac," "Ugljan,"
and "Juraj Dalmatinac"—comparing these forces against their maximum propulsion capabilities. Findings reveal
that extreme SE wind conditions can surpass the thrust capacity of these vessels, elevating the risk of drifting and
grounding, as illustrated by the grounding incident of the ferry "Cres". Consequently, the study highlights the
necessity for advancements in ship design, propulsion systems, navigational aids, and port infrastructure to
mitigate risks associated with high wind speeds. Implementing such measures is vital for ensuring the safety and
operational reliability of maritime activities in the port of Gazenica and comparable settings.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 19
Number 1
March 2025
DOI: 10.12716/1001.19.01.17
144
markedly reduce the lateral wind force exerted on a
vessel. Furthermore, Bai and Jin (2008) highlighted the
crucial role of propulsion systems in opposing wind
forces. Their work emphasized the necessity for
adequate engine power and sophisticated thrust
vectoring capabilities to ensure vessels can maintain
control under adverse weather conditions. Operational
strategies are fundamental to enhancing maritime
safety in windy environments. Papanikolaou (2014)
reviewed diverse navigational aids and real-time
monitoring systems capable of assisting decision-
making processes during extreme weather events. The
utilization of real-time weather data, predictive
modeling techniques, and automated control systems
can substantially improve a ship's ability to navigate
safely in high wind conditions.
The Adriatic Sea presents unique challenges for
maritime transportation owing to its specific climatic
characteristics. Besić, Mihanović, and Vilibic (2012)
investigated wind patterns in the Adriatic, noting the
prevalence of SE winds, which can attain considerable
speeds and thereby impact maritime operations. Their
research suggested these winds could generate
significant wave heights, further complicating
navigation and port activities. In a study concentrating
on the Croatian coast, Kuzle, Grubisic, and Ljubicic
(2010) analyzed historical wind data and its
ramifications for maritime safety. They concluded that
ports along the Adriatic, including Gazenica, must
implement robust measures to address the escalating
intensity of SE winds, potentially linked to climate
change.
The existing literature concerning wind forces
acting on ships emphasizes the importance of
integrating vessel design, operational strategies, and
real-time monitoring systems to guarantee maritime
safety. The specific difficulties encountered by ferries
operating in the port of Gazenica underscore the
requirement for continued research and adaptation to
mitigate risks posed by strong lateral wind forces. By
applying insights gleaned from previous studies,
maritime engineers and operators can enhance the
safety and efficiency of maritime transportation within
the Adriatic Sea.
2 WIND AND WAVES CHARACTERISTIC OF
GAZENICA PORT
The Port of Gazenica is situated approximately 2
kilometers southeast of the main port of Zadar. The
nearest meteorological station is positioned on Cape
Puntamika, located 2 km northwest of Zadar port and
6 km northwest of Gazenica port. This station, operated
by the Croatian Meteorological and Hydrological
Service (DHMZ), provides the wind data utilized in
determining limiting conditions for the area. Wind
speed and direction are sampled at a height of 10
meters above ground level using both automatic
instrumentation and human observations at hourly
intervals. The recorded data represents sustained wind
speed, averaged over a 10-minute period preceding the
observation time. Due to the predominantly flat terrain
in this coastal region, significant local topographical
features are absent, minimizing differences in wind
speed and direction between the measurement location
and the Port of Gazenica. The analyzed wind data
spans from May 2017 to June 2024 (a total of 7 years)
and has been statistically compared with historical
wind data from 1997 to 2006.
Table 1 presents the monthly wind distribution by
speed and probability for the analyzed period. The
data indicates that SE wind exhibits the highest
average speed and probability, followed by NW and E
winds. Notably, the NE wind, typically considered one
of the most severe winds along the Croatian coast,
demonstrates lower probability and speed compared
to SE and NW winds in this specific location. Climatic
studies of the Adriatic Sea confirm that NE winds are
considerably less frequent in the Zadar Channel area
compared to surrounding regions (Zaninović et al.,
2008).
The wind speed distribution plot (aggregated
across all directions, Figure 1) reveals that the most
frequent wind speeds in the area range between 0 and
5 m/s. The relative frequency of wind speeds exceeding
5 m/s is lower, indicating that wind conditions are
predominantly low to moderate.
Analyzing the relative frequency of wind speed by
direction (Figure 2) shows that SE winds reach
maximum values approaching 20 m/s. Wind speeds
from all other directions generally do not exceed 10
m/s. This observation is corroborated by wind return
period analysis. The calculated return period for wind
speeds (from any direction) exceeding 21 m/s is 83.37
months (approximately 6.95 years). In contrast, wind
speeds of 20 m/s occur with significantly higher
frequency, having a calculated return period of 11.91
months (approximately 0.99 years). This disparity
suggests that the maximum sustained wind speed for
the analyzed period is approximately 20 m/s, with the
highest probability associated with the SE direction.
Table 1. Monthly wind distribution analysis by direction, average wind speed “v” (m/s) and probability “%” from May 2017
to June 2024
Month
N
NE
E
SE
S
SW
W
NW
Calm
v
%
v
%
v
%
v
%
v
%
v
%
v
%
v
%
%
1.
2,5
13,0
2,6
19,0
2,6
29,0
4,8
17,2
3,8
3,5
2,8
3,5
2,3
4,0
2,8
12,7
1,4
2.
2,9
12,0
3,1
14,0
2,3
23,4
4,6
24,4
2,5
2,4
1,8
3,2
2,1
4,2
2,7
14,4
1,6
3.
3,0
11,0
2,7
11,2
2,5
19,9
4,7
27,0
2,3
2,3
1,9
3,6
2,3
6,0
2,5
15,9
2,0
4.
2,9
10,1
2,8
10,3
2,4
15,5
4,1
27,2
2,7
3,3
1,8
4,3
2,2
9,0
2,3
17,3
2,5
5.
2,2
9,5
2,2
9,0
2,3
13,1
4,0
25,0
2,1
3,0
1,5
5,5
2,1
10,2
2,3
21,9
2,7
6.
2,4
11,0
1,9
7,0
1,6
9,0
3,1
20,7
2,2
3,3
1,4
5,0
2,1
12,2
2,4
28,6
3,5
7.
2,3
7,8
2,1
8,0
1,7
9,1
3,1
17,8
1,8
3,0
1,4
5,0
2,3
12,1
2,5
30,7
6,0
8.
2,2
8,9
2,2
7,5
1,8
12,4
3,6
16,8
1,9
2,9
1,4
5,0
2,2
12,0
2,4
28,4
7,0
9.
2,1
8,5
2,6
11,9
2,0
18,7
3,6
19,0
2,3
2,4
1,8
4,6
2,2
8,6
2,2
19,7
4,0
10.
1,8
12,0
2,2
11,2
2,1
25,9
4,9
22,0
2,3
3,0
1,8
2,9
2,1
7,0
2,3
15,6
3,0
11.
2,0
8,8
2,7
20,0
2,8
32,0
5,2
18,0
3,4
2,0
3,1
4,0
2,9
4,0
2,4
9,4
1,3
12.
2,3
9,3
2,4
15,0
2,6
33,0
5,4
20,0
3,8
2,7
2,5
3,6
2,3
3,0
2,7
9,5
1,0
Average
2,4
10,2
2,5
12,00
2,2
20,1
4,3
21,3
2,6
2,8
1,9
4,2
2,3
7,7
2,5
18,7
3,0
145
Figure 1. Histogram for wind speed regardless of direction in
time period 2017 to 2024
Figure 2. Histogram for wind speed distribution for each
direction for time period from 2017 to 2024
The analyzed wind data was compared to historical
data from the period 1997 to 2006, also represented in
10-minute intervals (Table 2). This historical data
similarly indicates that SE wind is the most prevalent
throughout the year and exhibits the highest speeds.
On average, the highest recorded wind speeds in the
historical dataset range from 14.8 m/s to 20.8 m/s. These
historical maximum speeds correlate with the return
period analysis, considering the 9-year duration of the
analyzed historical period.
Based on the wind data and the area's geographical
configuration, wave characteristics can be estimated
using established forecasting techniques (e.g.,
Bretschneider & Tamaye, 1984). Calculating wave
characteristics necessitates determining the wind fetch.
The wind fetch was calculated for the dominant SE
wind, corresponding to a main direction of 135°.
Figure 3. Direction of wind for effective fetch
calculation
The calculation adheres to standardized methods,
utilizing data from Table 3 and Equation (1):
cos
cos
x
Feff
=
(1)
where the Feff represents the effective wind fetch in km.
Table 3: Wind fetch calculation
Wind angle
Relative
wind angle
“α”
Cos “α”
Length of
fetch “Xi”
(km)
Xi × cosα
93°
42°
0,743
1,0
0,743
99°
36°
0,809
1,0
0,809
105°
30°
0,866
1,8
1,559
111°
24°
0,914
2,0
1,828
117°
18°
0,951
2,3
2,187
123°
12°
0,978
2,8
2,738
129°
6°
0,995
3,0
2,985
135°
0°
1,000
3,2
3,200
142°
6°
0,995
6,0
5,970
148°
12°
0,978
18,6
18,191
152°
18°
0,955
18,0
17,190
158°
24°
0,914
17,0
15,538
164°
30°
0,866
12,3
10,652
170°
36°
0,809
10,7
8,656
178°
42°
0,743
7,0
5,201
∑=13,512
∑=97,447
The resulting effective wind fetch (Feff) is 7.21
kilometers. Significant wave height (H1/3) can be
calculated using Equation (2),
0,42
2
1/3
2
0,283 0,0125
v g F
H tanh
g
v
=
(2)
and the significant wave period (T1/3) using Equation
(3).
Table 2. Monthly distribution of highest recorded wind speed (10-minute period) by direction for time period from 1997 to
2006
January
February
March
April
May
June
July
August
September
October
November
December
Average
V10
15,7
18,4
16,2
17,5
16,9
16,9
20,8
19,7
15,1
14,8
19,6
19,7
20,8
Direction
SSE
SE
SE
SE
SE
SE
ESE
ENE
NW
SE
SSE
NE
ESE
146
0,25
1/3
2
2
1,2 0,077
v g F
T tanh
g
v
=
(3)
where the “v” is wind speed in m/s, “F” is effective
wind fetch in meters and “g” is gravity constant. Input
parameters for these calculations included the
maximum recorded SE wind speed of 20.8 m/s and the
effective fetch of 7.21 kilometers. The calculations yield
a significant wave height (H1/3) of 1.32 meters and a
significant wave period (T1/3) of 4.29 seconds. To
characterize the significant wave shape, the
wavelength (λ) was calculated using Equation (4),
0,71
1/3
16,78 H
=
(4)
resulting in a value of 20.46 meters. These results
confirm that the prevailing SE wind, associated with
the highest recorded speeds, can generate considerable
forces on the above-water surfaces of ships and
produce long waves of relatively large height.
3 MARITIME CHARACTERISTIC OF GAZENICA
PORT
The inner mooring area for passenger ships within the
port of Gazenica (Figure 4) is sheltered by a large cruise
ship pier to the southeast, a land barrier to the
northwest, and a breakwater to the west.
Figure 4. Configuration of port Gazenica
Although the inner passenger port offers good
protection, challenges arise during port entry
maneuvers. These difficulties are particularly evident
during SE wind conditions, when vessels entering the
port must orient their longitudinal plane nearly
perpendicular to the wind direction. A comparison of
vessel tracks derived from Automatic Identification
System (AIS) data with the prevailing SE wind
direction confirms that vessels are exposed to
crosswinds during port entrance (Figure 5).
Figure 5. Vessel track during port entrance from AIS
compared to SE wind
Analysis of vessel AIS tracks indicates that ships
approaching from the Zadar channel typically
maintain a course of approximately 084°.
Subsequently, they execute turns to courses of 041° and
then 026°, following a route close to the breakwater.
The most critical phase during this approach occurs
during the turn from 084° to 041°, where the SE wind
acts perpendicularly to the ship's side. The average
approach speed of vessels during this phase is
approximately 6 knots. To quantify the wind's
influence on the ship, it is necessary to determine the
relative wind direction with respect to the ship's
course.
The relative wind direction (αR) can be calculated
using Equation (5),
( )
180
R
v sin
arcsin
Vr
−
=
(5)
where “v” is ship speed (m/s), “Vr” is relative wind
speed (m/s) and the “α” is angle of the wind compared
to ship headline. The calculated results for each leg of
the approach are presented in Table 4.
Table 4. Calculation of relative wind direction
Ship course
True wind direction
compared to ship
headline
Relative wind
direction
084°
51°
50°
041°
94°
81°
026°
109°
70°
058°
77°
69°
The data presented in Table 4 confirms that the most
critical phase of the approach corresponds to the leg
with a ship course of 041°, during which the wind acts
almost perpendicularly to the vessel's heading. This
orientation generates the largest lateral force,
potentially causing the vessel to drift off its intended
course.
147
4 ANALYSED SHIPS CHARACTERISTICS
The analyzed section of Gazenica port primarily serves
passenger traffic, predominantly local ferry lines. The
vessels employed on these routes are typically ferries
characterized by large capacities for both vehicles and
passengers. Key technical specifications of the
analyzed ferries are detailed in Table 5.
Table 5. Technical characteristic of analysed ferries
Ferry
Ferry 1 “Brac”
Ferry 2 “Ugljan”
Ferry 3 “Juraj
Dalmatinac”
Length over all
(LOA)
99,80 m
102,20 m
87,6 m
Length between
perpendiculars
(LBP)
89,10 m
91 m
80 m
Breadth (B)
17,50 m
18 m
17,5 m
Draught (T)
2,40 m
2,70 m
2,40 m
Type of
propulsion
Azimuth
Schottel
Azimuth
Siemens
Azimuth
Power and
number of
propulsors
4 x 445 kW
4 x 478 kW
4 x 537 kW
Gross tonnage
3827
2925
3193
Deadweight
759 t
758 t
569 t
To analyze the wind forces acting upon these ships,
determining their frontal (lateral) and longitudinal
plane areas is essential. These areas can be obtained
either from ship plans or through established
calculation methods. One such method utilizes
statistical data and regression analysis (Akakura &
Takahashi, 1998). This statistical approach provides
Equation (6) for estimating the ship's lateral and
longitudinal plane areas (A):
AX
=
(6)
In equation (6) “α” and “β” are coefficients
depending on ship type (Table 6), where “X” is ship
deadweight or gross tonnage.
Table 6. Coefficients and ship data for calculation of the
ship’s plane surface area
Ship type
X
Lateral plane area
Longitudinal plane
area
β
β
Cargo ship
DWT
0,592
0,666
3,213
0,616
Bulk carrier
DWT
8,787
0,370
16,518
0,425
Container ship
DWT
1,369
0,609
2,614
0,703
Tanker
DWT
2,946
0,474
3,598
0,558
Ro-Ro ship
DWT
10,697
0,435
28,411
0,464
Passenger ship
GT
8,842
0,426
3,888
0,680
Ferry
GT
5,340
0,473
3,666
0,674
LNG/LPG ship
GT
2,649
0,553
5,074
0,613
Calculated plane area surfaces using this method
were compared against measurements derived from
the actual ship plans for each analyzed ferry. Ferry 1,
"Brac" (built 2014), has a capacity of 616 passengers and
145 cars (Figure 6).
Figure 6. Longitudinal and lateral plane area of ferry 1 „Brac“
Ferry 2, "Ugljan" (built 2009), is the largest among
the analyzed vessels, with a capacity of 600 passengers
and 107 cars (Figure 7). Its reduced car capacity relative
to its size is attributed to the absence of underdeck
garages.
Figure 7. Longitudinal plane area of ferry 2 „Ugljan“
Ferry 3, "Juraj Dalmatinac" (built 2007),
accommodates 1200 passengers and 138 cars,
possessing the largest passenger capacity and gross
tonnage of the three (Figure 8).
Figure 8. Longitudinal and lateral plane area of ferry 3 „Juraj
Dalmatinac”
Discrepancies between the calculated and
measured plane areas are presented in Table 7.
Table 7: Differences between calculated and measured
lateral and longitudinal plane surface area
Ship
Lateral surface
Longitudinal surface
Measured
Calculated
Difference
Measured
Calculated
Difference
Ferry 1
“Brac”
241 m
2
264 m
2
+10 %
888 m
2
953 m
2
+7%
Ferry 2
“Ugljan”
256 m
2
232 m
2
-10 %
890 m
2
795 m
2
-11%
Ferry 3
“Juraj
Dalmatinac”
256 m
2
243 m
2
-6%
658 m
2
843 m
2
+28 %
For Ferries 1 and 2, the differences generally fall
within ±10%. However, Ferry 3 ("Juraj Dalmatinac")
exhibits a larger discrepancy of +28% for the
longitudinal plane area. This deviation might be
attributed to fewer side openings compared to the
other ferries, which significantly reduces its measured
longitudinal surface area relative to the statistical
estimate. All analyzed vessels are equipped with
azimuthal thrusters, enabling thrust generation in any
direction. Based on their installed engine power, the
maximum calculated total thrust is 233.8 kN for Ferry
1 ("Brac"), 250.47 kN for Ferry 2 ("Ugljan"), and 281.39
kN for Ferry 3 ("Juraj Dalmatinac").
5 WIND FORCE CALCULATION
The wind force (Fv) acting on a vessel can be calculated
using Equation (7) (PIANC, 2014),
2
1
2
v
F Cv v A
=
(7)
148
which incorporates the coefficient of ship body wind
resistance (Cv), air density (ρ), relative wind speed (v),
and the relevant ship plane area (A). The wind
resistance coefficient (Cv) can be determined using the
regression methodology presented in Equations (8)
and 9 (Yamano & Saito, 1997).
3
1
yn vj
n
Cv C sin
=
=
(8)
where value “Cyn” represents regression coefficients
calculated using equation:
,,
0 1 2 3 4
22
,
1,2,3
V L V L
L
Yn Yn Yn Yn Yn Yn
VF
AA
X Lpp
C C C C C C n
BA
Lpp Lpp
= + + + + =
(9)
The value “AV,L” and “AV,F” represents longitudinal
and lateral ship plane areas (m
2
) and XL is the distance
of the longitudinal plane area's center of gravity from
the stern. The values for the regression coefficients are
provided in Table 8.
Table 8. The values of regression coefficients
Coefficient
„n“
Coefficient CYnj for j = 0 do 4
CYn0
CYn1
CYn2
CYn3
CYn4
1
0,509
4,904
0
0
0,022
2
0,0208
0,23
-0,075
0
0
3
-0,357
0,943
0
0,0381
0
The ship-specific wind resistance coefficient (Cv)
was calculated for the different relative wind directions
encountered during the port approach. The relative
wind angles derived previously (Table 4) were used as
input for these calculations. The resulting Cv values for
both longitudinal and lateral resistance are shown in
Table 9.
Table 9. The values of calculated ship body wind resistance
coefficient „Cv“
Relative
wind
direction
compared
to ship
headline
Longitudinal ship body wind
resistance coefficient “ Cv”
Lateral ship body wind
resistance coefficient “ Cv”
Ferry 1
“Brač”
Ferry 2
“Ugljan”
Ferry 3
“Juraj
Dalmatinac”
Ferry 1
”Brač”
Ferry 2
“Ugljan”
Ferry 3
“Juraj
Dalmatinac”
50°
0,853
0,993
0,784
0,780
0,912
0,761
81°
1,179
1,379
1,136
0,196
0,233
0,199
70°
1,105
1,292
1,053
0,433
0,504
0,435
69°
1,096
1,281
1,043
0,453
0,528
0,455
The analysis indicates that the largest longitudinal
resistance coefficient occurs at a relative wind direction
of 081°, while the largest lateral coefficient corresponds
to a direction of 050°. Among the vessels, Ferry 2
("Ugljan"), being the largest ship with extensive plane
areas, exhibits the highest resistance coefficients.
Utilizing Equation (7) and the calculated
coefficients, the wind force acting on each ship was
determined for the different approach legs. The
resulting lateral wind pressures and forces are
presented in Table 10.
As anticipated, Ferry 2 experiences the largest
lateral pressure and resultant wind force due to its
significant plane area surface. The maximum lateral
force occurs when the ship is on the 041° course leg,
where the wind acts nearly broadside to the vessel.
Comparing the calculated maximum lateral wind force
against the maximum available engine thrust reveals
potential vulnerabilities, particularly in extreme wind
conditions (Table 11).
Table 11. Comparison of maximum lateral wind force to
maximum lateral engine trust
Ship
Sila vjetra
(kN)
Maximum
engine force (kN)
Difference
(%)
Relative wind angle
081°
Ferry 1 “Brac”
282,9
281,39
-1
Ferry 2 “Ugljan”
331,5
250,47
-24
Ferry 3 “Juraj Dalmatinac”
201,9
233,8
+14
The results demonstrate that extreme wind speeds
can indeed overwhelm the available engine power for
some vessels, creating a risk of drifting towards the
breakwater. Specifically, Ferry 1 operates near the limit
of its engine capacity under these conditions, while
Ferry 2 appears underpowered relative to the potential
lateral wind force. Under such circumstances, Ferries 1
and 2 lack sufficient power reserves to counteract the
calculated extreme lateral forces. An incident
illustrating this risk occurred on December 28th, 2020,
when the ferry "Cres" (a sister ship to Ferry 1 "Brac")
grounded on the breakwater due to high SE winds.
Figures 9 and 10 show the recorded AIS track of the
mentioned accident (provided by MarineTraffic).
Figure 9. AIS track of the ferry "Cres" departing from Preko
(Island of Ugljan) towards Gazenica port. After grounding on
the breakwater at 44.092334°N, 15.252184°E due to strong SE
winds, the master abandoned further attempts to berth in
Gazenica and diverted to the Zadar old town port area, which
offers better shelter from SE winds.
Table 10. Results of lateral wind pressure and force for each analysed ship
Ship
course
Relative wind
direction
Air density
(kg/m
3
)
Wind relative
speed (m/s)
Lateral wind pressure Fv (N/m
2
)
Lateral wind force Fv (kN)
Ferry 1
“Brac”
Ferry 2
“Ugljan”
Ferry 3 “Juraj
Dalmatinac”
Ferry 1
“Brac”
Ferry 2
“Ugljan”
Ferry 3 “Juraj
Dalmatinac”
084°
50°
1,22521
21
230,4
268,2
211,8
204,6
238,7
139,4
041°
81°
1,22521
21
318,6
372,5
306,9
282,9
331,5
201,9
026°
70°
1,22521
21
298,6
348,9
284,6
265,1
310,6
187,3
058°
69°
1,22521
21
269,0
345,9
281,8
262,8
307,9
185,4
149
Figure 10. Zoom of the view from the Figure 9 at the position
of the grounding.
6 RESULTS AND DISCUSSION
The analysis of wind data for the port of Gazenica from
May 2017 to June 2024 confirms the dominance of SE
winds regarding both frequency and intensity. The SE
wind, exhibiting the highest recorded speeds and
greatest probability, presents considerable challenges
to maritime operations within this area. A calculated
effective wind fetch of 7.21 kilometers for SE winds
corresponds to potentially substantial wave heights
and periods, which can adversely affect ship stability
and maneuverability.
The findings indicate that all three analyzed ferries
possess adequate engine power to manage moderate
wind forces. However, during extreme SE wind events,
the forces exerted on the ferries can approach or even
surpass their maximum thrust capabilities. For
instance, Ferry 2 ("Ugljan"), with its larger plane area,
is subjected to the highest wind forces, signifying an
elevated risk of drifting and loss of control under
severe wind conditions.
The grounding incident involving the ferry "Cres"
serves to underscore the practical significance of these
findings. The fact that "Cres" grounded due to high SE
winds highlights the imperative for robust design
considerations and operational procedures to mitigate
such risks effectively. While the calculated return
period for winds exceeding 20 m/s indicates such
events are relatively infrequent, their potential impact
is severe, demanding adequate preparedness and
resilient vessel designs.
7 CONCLUSION
The analysis of lateral wind forces affecting ferries in
the port of Gazenica underscores the substantial
operational challenges presented by extreme wind
conditions, particularly strong SE winds. The findings
demonstrate that certain ferries, especially those with
larger lateral profiles, are vulnerable to drifting as
wind forces can approach or exceed their maximum
engine thrust capabilities under severe conditions. This
vulnerability was notably demonstrated by the
grounding of the ferry "Cres" during high SE winds.
These results emphasize the need to re-evaluate vessel
design specifications and propulsion systems to ensure
adequate power reserves for managing extreme
weather. Furthermore, the study highlights the critical
importance of developing sophisticated operational
protocols and enhancing port infrastructure to bolster
navigational safety. Future research should prioritize
the integration of real-time meteorological data with
predictive modeling systems to optimize vessel
routing and port operations, thereby improving the
overall safety and efficiency of maritime transport in
the Adriatic Sea.
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