
566
University,decidedtocarryouttherelevantresearch
inordertodeterminetheeffectivenessofindividual
manoeuvres.
Themeasurementpartconsisted,successively,of
theʺWilliamson Turnʺ and theʺAnderson Turnʺ
performed by two groups of 17 students of the
Navigation‐MaritimeTransportFaculty.Persons
involved in the studies previously underwent the
seagoing service onboard of training vessels‐
s/v
ʺDarMłodzieżyʺorʺHoryzontIIʺ.
Selected for testing was navigation and
manoeuvring simulator, POLARIS type,
manufactured by the Norwegian company named
Kongsberg. All devices operate on the basis of
complex mathematicalmodels that provide realistic
reactions of an individual and his environment. In
addition, they have DNV (Det Norske Verit
as)
certificate confirming the possibility of their use
during specialized courses for crews of merchant
ships).
Figure2. Simulators used for researches [Gil,Śniegocki
2015].
2.1 Objectivesandcourseofthestudies
According to the assumptions, each of the tested
individuals performed the exercise three times
manoeuvringtothestarboard.Allparticipantswere
operatinginthesamewaterareaandwiththesame
hydro‐meteorologicalconditions,whichareshownin
Table1.
Table1. Hydro‐atmospheric conditions simulated in the
researchedwaterarea[Gil,Śniegocki,2015].
_______________________________________________
Depth 100montheentireworkingarea
Windspeedand320°‐5kn(2°B)
direction
SeaState 1–Calm(rippled),0‐0,5m
Currentspeedand none
direction
Airtemperature21°C
Visibility 8–verygood–10Mm
CloudsNoclouds,clearvisiblesky
_______________________________________________
Toaccomplishtheta
sktheBULKC06Lmodelwas
selected–itisafullyloaded,215‐meterbulkcarrier
with a displacement of more than 60 000 tonnes
[KongsbergMaritime, 2015]. In ordertoshortenthe
exercise, it was beginning with a course 000 ° with
the settings of an engine order tel
egraph (E.O.T.)
ʺFULLSPEEDAHEADʺandthemaximumspeedof
theship‐15.9knots.
Inthedesignedtaskamanwasinitiallyheldata
distanceof380mfromthebowofthevesselsothat
thevessel,whenfloatingpastthemanʹsposition,was
positionedparalleltoit
.Theappliedsolutionmadeit
possible to simulate a situation in which the victim
has just fallen overboard. Information about the
initiationofthePOBalarmwassenttosteeringunits
with radio communications at a time when the
survivorhaspassedtherighttraverseoftheship.In
pra
ctice, this meant the circumstances in which the
distancefromtheinitialpositionofthevesseltothe
POB position was about 500 m. Simulations were
constructedinsuchawaysothatthemanplacedin
the water was not affected by the drift of wind,
making his position constant during the entire
manoeuvre.
Since none of the tested persons had previous
experience with the applied model of the ship, the
firsta
ttemptwascarriedoutinaccordancewiththe
description of the manoeuvre contained in the
ʺInternational aviation and maritime search and
rescueguideʺ(IAMSAR).
Figure3.„AndersonTurn”(a)and„WilliamsonTurn(b)as
perIAMSAR[InternationalMaritimeOrganization,2008].
IfasshowninFigure3,theguidecontainingthe
guidelines of the International Maritime
Organisation(IMO)suggeststhefollowingsequence
of action in case of an immediate manoeuvre – the
ʺAnderson Turnʺ [International Maritime
Organization,2008]:
Move the rudder on the side from which a man
fell;
Afterreachingachangeinthecoursebytheva
lue
of250°,settherudderintheʺzeroʺposition;
In the case of theʺTurn Williamsonʺ manoeuvre
IAMSAR recommends the following procedure
[InternationalMaritimeOrganization,2008]:
Move the rudder on the side from which a man
fell;
Afterreachingachangeinthecoursebytheva
lue
of60°,settherudderontheopposite side;
Whenthecoursereachesthevaluelowerby20°
thanthecountercourseascomparedtothe
initialsettingsofthevessel,settherudderinthe
ʺzeroʺposition.
Both at the first and the second manoeuvre, the
init
iationandintensityoftheprocessofstoppingof
the vessel was carried out at the discretion of an
individual performing the exercise. During the