Expertise

DATABASES

In addition to its existing 20 or so databases of geographical sites, the MSRC owns the software packages specifically designed to produce and update the integrated databases required for simulations.

Our programming team can build new geographical areas and waterways, as well as the necessary applications, such as radar files, navigational aids and ECDIS. It is also possible to model and introduce structures into existing databases, such as new quays, in order to validate the safety of new navigation conditions for approaching and berthing, among others.

S-57 digital charts are imported directly into the modelling tool, which ensures an optimal degree of accuracy in the site’s mathematical structure. The resulting database is a three-dimensional computer model that accurately reproduces details of the target area, such as bathymetry, topography and added structures such as buildings.

Furthermore, basic visual data are provided by photographs and satellite imagery to ensure that the modelling of unrecorded shorelines and features was accurately created. Then, all the information is merged to obtain a database that reflects the visual aspects and profile of the physical locations.

HARBOUR FACILITIES

From an existing database or a new database built by the MSRC team, we can integrate infrastructures such as existing (or planned) port facilities for operational simulation and validation purposes.

SHIP MODEL SPECIFICATIONS

For simulations, the MSRC already has several ship models available (bulk carrier, oil tanker, container ship, LNG, tugboats, passenger ships, etc.). Each ship model is unique in itself, with very similar manoeuvring characteristics to the reference ship.

AVAILABLE SHIP MODELS

SHIP MODELLING

The hydrodynamic behaviour of ships and wind effects are generated using internationally recognized mathematical modelling techniques. As such, the vessel’s interaction with external environment forces, such as squat and channel effects, are represented by the most advanced digitization techniques. The following figure illustrates the simulated behaviour of the virtual vessel.

The MSRC can design new ship models if the project requires a particular type of ship. In this case, approximately two months will be required to complete the modelling and validation work.

In the preliminary stages, significant portions of port development work can be carried out using the Kongsberg simulation software and, where possible, using what Kongsberg refers to as “carrier vessels”, which are fully interactive and completely influenced by external forces such as large vessel speed, wind and sea conditions.

From a purely simulation and mathematical point of view, Fast Time Simulation offers the same reliability and accuracy as real-time simulations, with the main difference being the control systems of the ships being represented and the degree of human involvement in the environment.

With the table station, all aspects of the simulation and ship control devices are controlled by a single computer with a single user interface for the instructor, unlike the full mission simulator ship and tug, fully immersive, where a tug master steers each tug using real controls and a real pilot, using real controls and radio devices, controls the large ship and coordinates the towing operation.

In addition, with accelerated simulation, the analysis is based entirely on the evaluation of digital outputs and plotted data, while real-time simulation adds the fully immersive environment that involves human factors, the human-machine interface and the (sometimes subjective) assessment of operational feasibility and risk analysis as if the operation was being performed live.

With this distinction made, it is important to understand that accelerated simulation can be used to evaluate manoeuvres that are not overly complex, such as emergency braking manoeuvres, turning with one or two escort tugs, or the ability of two or more assistance tugs to hold a vessel against the wind or to overcome leeway or the effects of the current.

This type of simulation can also be used to conduct preliminary assessments of the ship’s movement, the adverse effects of sea state and variations in towline load under different conditions. The limiting factor with these simulations is the simulator operator’s ability to manoeuvre the tugs in a manner and timeline that is consistent with real-life manoeuvres (using the rudimentary keyboard and mouse control system), and thus maintain the simulation’s integrity. In addition, any ship or tug manoeuvre must be performed at actual speed, while manoeuvres or manoeuvring segments that do not involve rudder action or change in engine speed may be performed at an accelerated rate.

Highly specialized manoeuvres and operations such as the final stages of docking, or manoeuvres requiring a great deal of tug movement, should only be carried out in real time, unless a certain inaccuracy is deemed tolerable.

Port Development – Proof of Concept to Procedural Training

MSRC’s fully interactive tug and large vessel simulation capabilities also mean that the facility provides a complete turnkey port procedural development centre.

Simulations that only employ what are commonly referred to as “Vector” or “Target Tugs” (i.e. a force applied by the instructor that simulate the tug’s towline force) are somewhat restrictive in that they provide results that are dependant on this simulated towline force which may not consider real world tug manoeuvring or control complications such as physical space constraints or the design of the large ship, overhangs, and limited push/pull attachment points.

The MSRC’s facilities can support port development projects from the initial concept to final manoeuvring process optimisation and emergency preparedness. Phases in a typical, fully integrated port simulation design might include:

Appraisal and Conceptual Design

This phase and its associated simulation scenarios may often be completed by MSRC staff requiring only some consultation from local pilots/ port authorities, and includes functions such as:

• Determining the basic navigational feasibility of manoeuvring a particular vessel type in a specific channel or port area;
• Determining the design of a new dock area that minimises adverse effects of local prevailing wind, current and tidal stream conditions;
• Determining the number of tugs and the basic tug bollard pull requirements to berth the vessel under normal weather conditions;
• Determining if escort tugs are required in the transit prior to the final docking operation;
• Determining if a specific tug design is required or offers advantages; and
• Compiling a report of initial findings and recommending actions.

Conceptual Validation and Procedural Design

This phase, and its associated simulation scenarios typically require the participation of local pilots/ tug masters/ port authorities. Based on findings from the appraisal and conceptual design phase, this phase includes functions such as:

• Determining differences in managing the specific vessel type or dock versus current port practice or procedure;
• Developing a risk assessment matrix and determining environmental condition operating limits;
• Assessing if current tug assets are sufficient for the operation, or if new tug designs/ capabilities are needed;
• Determining the best mode of employing tugs at various stages of the operation (running free or standing by, made up conventional fashion, team towing, pre-deployed, etc.);
• Developing basic/standard operation procedures for the new facility/vessel;
• Assessing potential casualty or catastrophic failures and determining a suitable emergency preparedness/response plan; and
• Compiling a comprehensive report of complete findings and recommended implementation actions and training requirements.

Manoeuvring Procedure Training for New Facility

Once the conceptual validation and procedural design phase is complete, MSRC’s fully interactive tug and pilot simulation capabilities can then be used to:

• Demonstrate to tug masters and pilots the advantages of the procedures that have been developed;
• Allow tug masters and pilots to practice the newly proposed procedures, including communication protocols;
• Conduct emergency response training to prepare for common problems/complications as well as “worse case” scenarios; and
• Fine-tune procedures to optimise efficiency and safety of the vessel movements.

Data Capture and Reporting

The MSRC’s simulator is equipped with detailed, automated data capture tools that facilitate the assessment of simulation outcomes and support the production of empirical findings both in numeric and graphical form.

For port development projects, this can be used in several ways. Initial simulator predictions and their tabulated results can support the basis for preliminary conceptual and policy design, and the preparation of basic operational frameworks. Information gathered from live trials or initial project implementation can then be used to further refine simulator outputs.

These refined computer models can then be used to deliver advanced training for the new port’s routine operational and emergency response procedures.

With the help of its multidisciplinary navigation simulator, the MSRC can also produce video clips of simulations (or illustrations) that can be used to communicate or “show” the project to maritime and environmental regulatory authorities, the public and other stakeholders in the community, and to partners and suppliers.