Session41 Michael Baldauf

Planning and conduction of optimised
manoeuvres in emergency situations

Transportforum 2012
Linköping
11 - 12 January

World Maritime University
Dr.-Ing. Michael Baldauf
E-Mail: mbf@wmu.se
www.wmu.se

ADvanced (simulation-based) Planning for
OPTmised Conduction of Coordinated
MANoeuvres in Emergency Situations

Transportforum 2012
Linköping
11 - 12 January

ADOPTMAN – Advanced planning for optimised
conduction of coordinated manoeuvres in
emergency situations

Michael Baldauf, Sebastian Klaes
Jens-Uwe Schröder-Hinrichs
(World Maritime University Malmö, Sweden)

Knud Benedict, Sandro Fischer
Michael Gluch, Matthias Kirchhoff
(Hochschule Wismar, University of Applied Sciences, ISSIMS
Warnemünde)
IS V IN S T IT U T FÜ R

Dana Meißner, Uli Fielitz
S IC H ERH EIT S T EC H N IK
S C H IFFS S IC H ERH EIT

Institute für Schiffssicherheit

Erland Wilske Viggo Lander
Ulf Lindberg Stena – Line AS
SSPA Sweden

World Maritime University Malmö
4

Outline

Introduction
State of the art
Advanced manoeuvring assistance
Aspects
Dynamic wheelhouse poster
Applying Fast Time Simulation
Aims and Objectives of Planning
Planning of an Emergency Return Manoeuvre
Outlook

5

Introduction

Facts & Figures:
• Introduction
Risk = probability × consequences
• State of the art 75 % of PoB finally die [Annual maritime Incident Report,
Queensland]
• Advanced
manoeuvring 2000 to 2010, 150 PoB accidents of North American
assistance shipping companies [Klein]
• Aims and
Objectives of Human factor:
Planning
almost no experience available for most of the ship
• Planning of an officers,
Emergency
Return never or seldom experienced such an accident
Manoeuvre personally
• Outlook PoB training mostly in good conditions for safe
training

6

Return manoeuvre for PoB accidents

• Introduction Manoeuvres in PoB cases:
• State of the art
no single standard procedure recommended
Depending on time:
• Advanced
manoeuvring − "Immediate action" situation,
assistance
− "Delayed action" situation and
• Aims and
Objectives of − "Person missing" situation
Planning
Recommended manoeuvres acc. to IAMSAR/
• Planning of an
Emergency
MERSAR Vol. III:
Return − SINGLE-TURN
Manoeuvre
− WILLIAMSON-Turn
• Outlook
− SCHARNOW-Turn

7

Return manoeuvre for PoB accidents
Williamson Turn
Advantages of a
combination of Scharnow
Turn & Single turn:
•Identical up to course
change of 220° - therefore
more time is available and a
later decision is possible for
final manoeuvre;
Scharnow Turn Single Turn •Saving of time, because
manoeuvring procedure is
ΨC≈60°
faster,
•more chances for look-out,
because turning direction
ΨC≈240°
does not change;
ΨC≈220°
•smaller distances to initial
position, therefore better eye
contact in restricted
visibility;
Optimisation of
Manoeuvres needs to be
ship type specific! ….

Williamson Turn: Scharnow Turn: Single Turn:
Not the best option Best option if the Best option if the
in most cases accident was noticed accident was noticed
after certain time immediately

8

Introduction
Problem: There are in parallel
the following aspects to
• Introduction consider:
time pressure (many actions:
• State of the art release life buoy, fix position,
alarms, ,.. and: rudder action
• Advanced and engine manoeuvres!) - this
manoeuvring is a source for errors!
assistance lack of information (when it has
happened) makes decisions
• Aims and difficult
Objectives of decision from variety of several
Planning manoeuvres is a burden…

• Planning of an See Sample of PoB action plan
Emergency
Return Actions of witness
Manoeuvre Actions of bridge team
Actions of captain
• Outlook

9

Present situation – Case study I

• Introduction


• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

10

Present situation – Case study II

• Introduction


• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

11

State of the art - Equipment

ECDIS and GPS marks incident position
• Introduction
electronically

• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

12

State of the art - Equipment

• Introduction
Equipment
INS/IBS offer no situation-dependent
manoeuvring information
• Advanced
manoeuvring
assistance External factors influencing manoeuvring
• Aims and
performance (e.g. wind) are usually considered
Objectives of only in mental model of the captain/OOW
Planning

• Planning of an no computer based support for manoeuvring
Emergency
Return adapted to the actual situation parameter is
Manoeuvre available, when most urgently needed
• Outlook

13

Manoeuvring and Manoeuvring characteristics

• Introduction Principal division into routine- and emergency
manoeuvres
• Advanced
Depending on sea areas:
manoeuvring Open sea
assistance
Coastal areas/ fairways
• Aims and
Objectives of Port areas, harbour basins
Planning
Safety critical /emergency manoeuvres:
• Planning of an Last minute CA/GA manoeuvres
Emergency
Return Avoidance of dangerous rolling
Manoeuvre
Return Manoeuvres in PoB cases
• Outlook
SAR Manoeuvres

14

Manoeuvring information for the bridge team

• Introduction


• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

15

Manoeuvring information for the bridge team

• Introduction Even none of the INS provides situation-
dependent manoeuvring data yet

• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an Up-to-date manoeuvring information can be
Emergency
Return provided by enhanced integrated simulation
Manoeuvre
technologies
• Outlook
For PoB- Cases wheelhouse poster should
contain information about return manoeuvres

16

Dynamic situation dependent manoeuvring
information
Steering Parameter Dynamic Wheelhouse Poster and
• Introduction • Rudder angle,
• Engine revolution / power
Electronic Manoeuvring Booklet
• Bow-/Aft-thrusters for advanced manoeuvring support
•…
• State of the art automatic plan for return manoeuvre in PoB
Status Parameter
• Advanced • max available rudder angle,
• Time for rudder command
VDR based
Fast-time Application and
manoeuvring • max engine revolution / manoeuvring
Data base
Simulation Display of
assistance
power
• Time for reverse engine • Manoeuvring data Calculation of:
adapted
manoeuvre depending on • R udder manoeuvring
•… • Loading c ommands characteristics
• Aims and conditions according to
and generation
Objectives of
• Environmental s tandard
Actual moving conditions procedure of the complete
Planning parameter • Steering and
Control
• D etermination of
ti me/heading for
situation-
• course, speed (x, y)
parameters c ounter rudder
dependent
• ROT, heading, draft, • Steering and manoeuvring
• Planning of an • Lateral wind area and wheel over
control point plan
Emergency
•… conditions
• …
Return Actual
Manoeuvre environmental
condition
• Wind (force, direction),
• Outlook • Depth of water
• Course of fairway
• Aids to Navigati on
• targets

17

Application of Fast-Time Simulation
The following equation of motion was used as
• Introduction
math model for the ships dynamic:
(
X = m u − rv − xG r 2
& )
• Advanced
manoeuvring Y = m(v + ru + xG r )
& &
assistance
N = I z r + mxG (v + ru )
& &
• Aims and
Objectives of right - effects of inertia (u and v represent the speed
Planning components in longitudinal and transverse direction x and
y, r is the rate of turn. m - ships mass and xG is the
• Planning of an
Emergency distance of centre of gravity from the origin of the co-
Return ordinate system, Iz is the moment of inertia around the
Manoeuvre
z-axis.
• Outlook Left - ships hull forces X and Y as well as the yawing
moment N around the z-axis. Their dimensionless
coefficients are normally represented by polynomials
based on dimensionless parameters

18

Generating situation-dependent manoeuvre plans

• Introduction Overall goal:
Sequence for optimised manoeuvre control
adapted to actual Ships situation
• Advanced
manoeuvring
assistance
Current Problems:
• Aims and
Objectives of great variety of resulting tracks between
Planning
different ships
• Planning of an many options for parameter changes
Emergency
Return
Manoeuvre Definition of the „optimal reference
manoeuvre“
• Outlook

19


• Introduction Results for Single-turn simulation with standard
procedure for CV 7.500 TEU varying wind

• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

20


• Introduction Results for Williamson-turn simulation with
standard procedure for CV 7.500 TEU – loaded
and ballast
• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

21


• Introduction Different ship types performing Scharnow turns
with standard procedure

• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

22


• Introduction Reference outline Scharnow-turn

• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

23


• Introduction Reference outline Scharnow-turn

• Advanced
manoeuvring
assistance

• Aims and
Objectives of
Planning

• Planning of an
Emergency
Return
Manoeuvre

• Outlook

24


• Introduction Optimisation possibility II:
Basis: Standard manoeuvre (e.g Scharnow-turn)
• State of the art Variation of heading-value for counter rudder, but realized with
an optimisation algorithm
• Advanced
manoeuvring Fitting to limitations of heading and distance to the old course
assistance

• Aims and
Objectives of Ruder hart Steuerbord ab
Kurs zu Beginn
:
:
0s
0°
Planning Dauer Ruder hart Steuerbord : 4 min 13 s
Überschwingwinkel : 32°
Gegenkurs (+180°) : 180.0°
• Planning of an Hart Gegenruder nach Backbord : 4 min 13 s
Emergency Hart Gegenruder nach Steuerbord
Zeit bis Ruder Mittschiffs
:
:
6 min 19 s
7 min
Return Bahnabweichung : 9,2 m
Manoeuvre Heading zu Manöverende
Kurs zu Manöverende
:
:
178,3°
179,6°

• Prospect

25

Outlook, Summary and Conclusions

Sample for display of dynamic prediction for actual handle position (straight
track) and a second track in parallel from manoeuvring database (Sample of
Scharnow Turn)

26

Summary and Conclusions

• e-Navigation is a framework which will also allow for
advanced manoeuvring assistance in case of
emergencies
• The application of FTS has potential for:
Electronic wheelhouse poster - where important
manoeuvring data for standard manoeuvres could be
updated in regular intervals when conditions have
changed
Planning and dynamic prediction to provide On-line
support by simulating the future track and speed for
actual control settings even in emergency situations

• ...

27

Thank you
for your attention!

Awaiting
your questions!

Session41 Michael Baldauf

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Session41 Michael Baldauf