fass · a-ii/1 “specification of minimum standard of competence for officers in charge of...

FASS

WP4 FINAL REPORT

OPERATIONAL PROCEDURES

CONTRACT NUMBER: WA – 97 – SC 2206

Final Report WP 4 FASS

Technical Report WP 4 ID D 102.00.04 .033.004 Date: 01/03/2000

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Distribution list

J. Huignard SODENAA. Deverre SODENAC. Glansdorp MARANV. Bonifacino SINDELM. Huther B.V.J. Pruniéras IFNJ. Carbajosa CETEMARM. Martin D.E.J. Froese ISSUSA. Schlewing EU Commission DG VII TransportA. Stimpson EU Commission DG VII Transport



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CONTENT

1 FOREWORD......................................................................................................................4

2 TASK 4 DESCRIPTION ...................................................................................................6

2.1 SWP 4.1: TRAINING REQUIREMENTS..............................................................................62.2 SWP 4.2: ASSESSMENT OF THE VALIDITY OF THE TRAINING PROGRAM AND TOOLS BY

MEANS OF SIMULATION................................................................................................112.2.1 Task 4.2.1: Scenario Design.....................................................................................112.2.2 Task 4.2.2: Implementation of scenarios, models and protocols .............................152.2.3 Task 4.2.3: Performances of simulation runs ..........................................................15

2.3 SWP 4.3: TRAINING ASSESSMENT REPORT....................................................................16

3 ANNEX 1. EXTRACT FROM TABLE A-II/1 OF STCW95......................................18

4 ANNEX 2. EXTRACT FROM TABLE A-II/2 OF STCW95.......................................24

5 ANNEX 3. FAST SHIP SIMULATOR DEMO SYSTEM...........................................32

5.1 INTRODUCTION .......................................................................................................325.2 SHIP CHARACTERISTICS .......................................................................................33

5.2.1 SHIP MODELING....................................................................................................335.3 DEMO SYSTEM .........................................................................................................345.4 CONSOLE OPERATION ...........................................................................................375.5 DEMO EXERCISE......................................................................................................385.6 DEMO EXERCISE RUN ............................................................................................415.7 CONCLUSION............................................................................................................41

6 ANNEX 5. CETEMAR CONTRIBUTION...................................................................42

6.1 DEMONSTRATION OF THE SCHEDULED EXERCISE IN WARSASH MARITIME CENTRE......426.1.1 Demonstration Exercise Phases...............................................................................426.1.2 Scheduled exercise developing .................................................................................42

7 ANNEX 6. IMO REPORT..............................................................................................46

7.1 DEMONSTRATION OF A TRAINING SESSION ON FAST SHIP NAVIGATION, WARSASHMARITIME CENTRE, SOUTHAMPTON, 16 FEBRUARY 2000...........................................46

7.2 CONCLUSION.................................................................................................................467.3 FOLLOW-UP ACTION .....................................................................................................46

8 ANNEX 7 MDV 3000 CAPTAIN REPORT ................................................................47



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1 FOREWORD

As we draw out from the WP3 and as declared in FASS proposal, there are not formal guidelines at international level that can address the research towards goals that have been definedon the basis of the information acquired both in WP1, inWP3 and in the analysis included inWP2.

As a matter of fact, it is known that the STCW 95, issued before the HSC Code, does not takeinto consideration the definition of fast ships operator’s professional profile.

Also the crews composition is drawn from trade unions agreements and validated by themaritime authorities of the ship’s country flags according to which, in general, on the bridgethere are only three human resources, one technical and two with shipping qualification and,therefore, interchangeable in case of need.

It has been acquired that the navigation times nowadays necessary to run the courses servedby fast ships are relatively short, even though, in the last months of 1999, they are reaching 6hours and more and the maximal duty time has not been defined yet.

The WP3 affirms that the functions that have to be carried out on the fast ships are similar tothe ones that are running on the conventional ships with the only difference that the timenecessary to do the above mentioned functions are reduced because of the speed with whichthe ship faces the scenarios that can be encountered along the course. As far as the WP1 isconcerned, the technical and technological fast ships situation has changed in the two yearstime of this research and, therefore, a better equipment for navigation control purposes andalso the possible alarm situations can be faced in definitely better conditions than the onesthere were at the end of 1997.

Taking into account that the objectives of WP4 are:• to specify the requirements for the qualification levels of deck officers in charge of

implementation on board fast vessels of procedures as proposed in workpackage 3, and forthe training facilities that may bring the current qualification levels up to what is required

• to implement and assess through simulation techniques training tools complying with therequirements.

the WP4 is divided in three subwork packages (SWP) which contain different tasks:

• SWP 4.1 Training requirementsOn the basis of the findings of workpackage 3, SWP 4.1 consists ofi) determination of the requested level of knowledge and skills to be acquired by the

personnel who, on board fast ships, will be made responsible for the implementationof recommended procedures

ii) assessment of the current levels of qualification of those personneliii) evaluation of the work load and psychophysiological constraintsiv) specifying the training requirements including training programme and tools.

• SWP 4.2 Assessment of the validity of training programmes and tools by means ofsimulation

• Task 4.2.1 Scenario design



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Scenarios are designed so as to represent typical hazardous navigation situationsjustifying the implementation of the recommended procedures.They provide the operator with a clear perception of succession of events against whichhe has to react, as it could actually happen in real life on ship’s bridges.Simulation is implemented both for ship to ship and ship to shore communication in orderto test the effects of bad English pronunciation and thus possibility of misunderstanding.

• Task 4.2.2 Implementation of scenarios and models• Task 4.2.3 Performances of simulation tests

Simulation runs are performed by individual ship masters already familiar with fast shipoperations and students coming from nautical colleges.

• SWP 4.3 Training assessment reportThis is the sum of the activities performed under SWP 4.1 and 4.2, highlighting theconsideration derived from them. Actually it consist of this same final document.



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2 Task 4 description

2.1 SWP 4.1: Training Requirements

i) Stated that the pilot bridge officers must conduct a fast ship according to the rules inforce, in observance of the Colregs, Solas, Marpol, etc., first of all they have to be alreadyqualified in conformity with the specification of minimum standard of competence forofficers and/or master and chief mates as stated respectively by STCW95 sections A-II/1and A-II/2.

The conclusion of workpackage 3 gives the following indications about the requestedlevel of knowledge and skills to be acquired by the officers on board fast ships. Theyhave:

• to be acquainted with high speed philosophythe high speed requires a new approach to bridge operation, in terms of preplannedoperations, where collection of information, decision taking and control of navigationhave to be performed in restricted times.

• to be familiar with the on board equipment and to operate it effectivelythe officer has not to think how to operate the equipment, because any operationshould be executed properly almost instinctively

• to be familiarised with the ship and her manoeuvring characteristicsthe officer has to know by heart how his ship behaves, in order to give the right orderto perform any manoeuvre with a clear understanding of what will be the effects ofgiven commands

• to be acquainted with the area as well as the aids for navigationno time has to be spent in studying charts or routes during the trip. All must bepreplanned and well known (navigation marks, way points, navigation aids, localrules, navigation constraints etc.). The officer attention must be completely dedicatedto the navigation

• to know failures that may arisethe officer should be prepared to face any kind of failures that can occur during thenavigation, in order to be prepared for a quick action to maintain a safe navigationdespite of the failure

• to have a strategy to handle unexpected eventsin order to quickly and correctly react in case for instance of late detection of floatingobjects, man overboard etc.

• to be able to clearly distribute and organise the bridge team workno role ambiguities should arise, who is responsible of what must be always veryclear, that means the hierarchy on the bridge must be well defined taking into accountthe two levels in which the professionality can be determined: the management leveland the operational leve l, with the first one more important than the second one.

• to have a clear and optimised communication among the team components.Optimised clear and essential information has to be given directly to the rightperson in the right moment.



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• to be able to make clear short and not misunderstandable communicationswith special regard to external communications (ship to ship and ship to shore), withuse of the maritime conventional English language, and to communications withofficers of no English mother tongue

In order to achieve these goals, it has been decided to design a bridge console, the realestpossible, containing all the equipment of approved type and in conformity with theparameters of STCW 95, paragraphs AI/12 and BI/12 with the premise that, in the future,up to date with the technical and technological progress that this industry is perceiving, amuch more advanced equipment can be put into the system.

ii) The assessment of the actual qualification levels, related to the function “Navigation atthe operational level”, comes from the STCW95 definitions taking into account the tableA-II/1 “Specification of minimum standard of competence for officers in charge ofnavigational watch on ships of 500 gross tonnage or more”, while the qualification levelrelated to the masters and chief mates on ships of 500 gross tons or more for the function“Navigation at management level” are described in the table A-II/2 (see Annex 2).

iii) The evaluation of charge work and psycho-physiological troubles is at a merelytheoretical level as for it was not possible, in this phase, to set up exercises from which todraw an objective analysis of the drop of the initial psycho-physical levels after acrossing of six hours or more, while it has been possible to propose a series of “issues”coming from the specific utilisation of a fast ship as, for instance, the navigation in busytraffic waters, both slow and fast traffic crossing, anchoring at harbours in conditions ofreduced visibility or of heavy traffic, in entrance and in exit.In any case we can observe that a real impact on the psycho-physiological conditions canarise from many factors as:• Weather conditions• Crowd management• Long time on duty (more then 6 hours)• Heavy traffic• Insufficient technological reliability of the bridge resources (e.g. inaccuracy of

ECDIS system or insufficient floating obstacle detection)• Insufficient good relationship among the working team• Constraints due to frequent failures (e.g. it has been analysed observing the very

frequent failure of the propulsion system)

To go more deeply in the analysis of this theme it could be necessary an evaluation of amedical psychological commission observing the operational team after particularly difficulttrips. The results acquired by this commission could be useful for developing an evaluationsystem and tools for pre-analysing the stress conditions in phases of a specific training formanaging the unavoidable stress that can arise from objective hard conditions of navigation.



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iv) The familiarisation with the high speed is the first step in the training course that shouldbe performed by the trainee.Tools to achieve this goal could be:• class room lectures, where the lecturer explains the concept of high speed and

particular effect of it on the reduced time at disposal to take the right decision in agiven moment

• full mission ship handling simulator to demonstrate what has been theoreticallydiscussed in the class room conference, showing the different level of results whichcan be acquired following the right way of voyage planning and application of theprocedures developed in WP3.During this training the trainee can acquire the basic knowledge for fronting differentsimulated situations of navigation as can occur in the reality (e.g. poor visibility, heavytraffic form any direction as crossing, counter course or slow traffic to be overtaken,obstacles to be avoided and so on)

• Training on the job for facing real situations, taking into account of the effect that thenormality of navigation does not show very often emergency situations, but require aconstant high level of attention. The training on the job can give in the best way anevaluation of the psycho physiological stress due mainly by the constant attentionrequired also in normal conditions, but if some particular event could happen thetrainee can evaluate himself his capability to react at the unexpected event.

The training programme must be presented to the trainee taking into account the demandissued by the ship owner commitment, this can be done during the classroom training. Itmust be illustrated the objective to be achieved, the exercise to be developed, thedescription of the tools at disposal of the trainee and so on.

The programme prerequisites are the following:

• STCW95 Management Level- Any gaps in STCW95 knowledge must be revealed in the HS training. (This

knowledge must be assessed satisfactory during HS courses)- Electronic Navigation Systems (ENS)- Limitations overall- Generic operational awareness- Compatibility with paper charts.- Electronic Chart Systems- The different type of systems and their lega lity- The sensor outputs- Geodesy – comparison with paper charts- Accuracy.- Management of systems – updating and maintenance of charts- Generic operational attributes

• Radar and ARPA- Capabilities and limitations- Collision avoidance techniques- Navigation techniques- Blind pilotage technique- Application of Colregs



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• Communications- Correct application of VHF procedures (according to international and local

requirements)

• Bridge Team Management- Communications (bridge team)- Situation awareness:- Navigation- Collision avoidance- Machinery state- Emergency situations and procedures

The specific of the training requirements necessary for the fast ships conduct qualificationwill require an implementation of the proper software including a series of issues andupdating the simulation system components according to the technical and technologicalprogress on behalf of the manufacturers both of the ships themselves and of their equipment.

In the hypothesis that the international maritime authorities (IMO) acknowledge the more andmore evident similarity between a fast ship conduct and an aircraft conduct, the essentialrequirement that the training will get to have, turns as the simulator’s capability to carry out aprocess of communication with a ground control centre that provides all the necessary data inorder to run a safe course, as it happens nowadays through the communications between theair vector and control centres looking after the various flight routes.

This implies the adoption on behalf of the above mentioned authority of fast ships trafficcorridors, in sharp distinction with the conventional traffic.

Taking into account all said above, a proposed program of training for fast ship handling musthave the following arguments:

♦ Bridge Team Management• Hierarchic structure/leadership• Cultural, political and group differences• Work and task distribution• Communication• Motivating bridge team• Deciding rationally• Thinking under pressure• Stress management

♦ Internal Communication• Ability to communicate in the on board working language• Ability to speak in clear and unambiguous way• Ability to give clear and understandable orders• Ability to keep silent where necessary• Cockpit training

♦ External Communication• Issuing a message according to RTU rules• Use of the IMO standard marine phrases



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• Ability to listen to English communication carried out by people from non Englishmother tongue

♦ Voyage planning• Planning / Voyage plan• Monitoring• Documentation• Evidence• Use of checklist and procedures• Use of navigation publications

♦ Ship handling• Manoeuvring characteristics• How to test the manoeuvrability of the ship• Turning circle• Stopping the vessel• Man overboard• Ship’s behaviour in deep and shallow water• Influence of trim• Squat and bank effect

♦ Master – pilot relationship• Communication• Passage planning• Bridge equipment• Qualification• Local rules and regulations

♦ Situational awareness• Knowledge• Skill• Practise/professional experience• Human factor (take a risk, avoid the risk, factor influencing human behaviour)

♦ Error trapping• Risk analysis• Undue hazards• Near miss / accident• Error chain• Human factor / human error• How to communicate in an investigation

♦ Use of bridge equipment• Ability to use the different instruments• Knowledge about limitations and failures of the instruments

♦ Working with tugs• Different type of tugs• Different way to fix the ropes and to work tug at the bow / tug at the stern• Towing in open waters• Communications between ship and tug• Ship’s data usable for decision regarding tug assistance



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2.2 SWP 4.2: Assessment of the validity of the training program and toolsby means of simulation

2.2.1 Task 4.2.1: Scenario Design

Due to the delays of the coming into force of the course Genova – Porto Torres (6 navigationhours) for reasons independent to the will of FASS Consortium, the exercises of demo systemhad to be set up on already run courses (Calais to Dover and return).

The exercise included various navigation situations typical of a real navigation, furnishing theoperator with all the necessary information in order to work according to the rules currently inforce.

The validation of the communication between instructor and trainee and among the trainingteam itself could not be completed, because of lack of human resources of differentnationality able to highlight the difficulties of expression and/or comprehension of Englishlanguage.

It is understood that the premise to avoid that this severe handicap can happen, is the deepknowledge of maritime English as an essential qualification enabling to the profession, asstated by the STCW 95 itself.

The implemented scenario can be divided in four parts. Its description follows:

Exercise name: FASS - 1

Own ship: HURST CASTLEmono hull, 145.6 meters in length, 4000 tons displacement, 43 knotsmaximum speed

Area: Dover Strait

Phase n. 1: Unberthing and leaving the port of DoverPhase n. 2: Navigation from Dover to CalaisPhase n. 3: Approach to Calais harbourPhase n. 4: Berthing in Calais

Status: Fast mono hull crossing the Channel with ships ofdifferent type and speed

Training objective: Plan and conduct a complete trip, determine position,collision avoidance, notice the importance of passageplanning.



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Run description The ship is leaving the peer inside the port of Dover,manoeuvring with the outer jets and the bow thruster,and reaching the exit of the harbour. As soon as the shipis out of the harbour she will encounter the tide currentand she will begin the navigation phase. The inner jetsclutches will be engaged and the jets will be used tospeed up the ship to 42 knots. The ship cross other shipstravelling along the Channel, first coming from port(descending the Channel) and later coming fromstarboard (ascending the Channel).Another fast ship is making the passage from Calais toDover, and it will be met running head to head.Approaching to Calais the speed will be reduced and theship will enter the harbour with only the outer jetspropulsion.At the end the ship has to manoeuvre to berth inside theCalais harbour.

Participant information: Preliminary approach to ship’s characteristics, and bridgeinstrumentation (control console, radar, ECDIS).Description by means of a briefing of the exercise to beperformed (departure and arrival harbour, environmentalconditions, etc.)

Communications: VHF standard channels

A further scenario in order to obtain a training evaluation from official bodies has beendeveloped to the Warsash Maritime Centre, to be run on the 16th of February 2000.

The whole description of the exercise and related scenario is described in the following table:



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Exercise name: FASS – 3Ownship: HURST CASTLECharts BA 323 1351 1698 1828ECDIS Preplanned route: Dover - Calais

Start time: 07:30HW Dover: 11:15

Ship type: Fast Ferry (MDV 3000) Draught: 3.7 mStart position: Dover Western HS Ferry terminalWeather: Wind SW f 3-4 Visibility: 1 – 2 n. miles

AIM:To develop safe navigation and collision avoidance techniques as appropriate to HighSpeed Craft operating within and around Traffic Separation Schemes.

OBJECTIVES:

1. To exercise bridge teamwork2. To prepare and execute a navigational passage plan in congested Traffic Separation

Scheme3. To utilise ECDIS4. To maintain track according to the passage plan5. To maintain safe navigation conduct with particular attention to maintaining safe closest

points of approach

OBJECTIVE TECHNIQUES:

1. Effective Bridge Teamwork:a) to maintain situation awarenessb) to maintain communication internally and externally

2. Exercise radar management in collision avoidance and navigation utilising:a) ARPA facilitiesb) Mode of display appropriate to collision avoidance or navigation taskc) Appropriate use of range and centre offset

3. Use of parallel index:a) to monitor positionc) to verify wheel-over position for entry track

4. Appropriate use of ECDIS to monitor position

NARRATIVE:

You have just cleared the berth with the signal to depart Dover Western entrance forCalaisPresent propulsion: outer jets only in hand steering

Inner boost jets de-clutchedHeading 140° (T)



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Speed: Stopped in the water , ready to proceed out of the harbour at 10 ktsWhen clear of the entrance, clutch in the inner jets and increase to full speed of 44 kts

In order to maintain schedule you should maintain full speed to a position off the Calais8 buoy, safety of navigation permitting.

VHF: Dover Port Control – Ch 74Calais Port Control – Ch 12Dover Strait Coastguard - Ch 16/80

TRAFFIC:

Ship n. 13 PRIDE OF BURGUNDY Ferry Dover to Calais

Ship n. 18 ECHO M/Yacht Downs to Boulogne

Ship n. 21 HOVERSPEED GREAT BRITAIN Seacat Folkestone to Boulogne

Ship n. 9 HELLESPONT PARAMOUNT VLCC to Europort

Ship n. 2 DIAMANTE Seacat Calais to Dover

Ship n. 16 P & O DOVER Ferry Calais to Dover

Ship n. 33 BOLERO Cargo Calais to Antwerp

Ship n. 34 SEAFRANCE MONET Ferry Calais to Dover

Ship n. 37 WARSHIP (FRENCH) Dover Strait Patrol



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2.2.2 Task 4.2.2: Implementation of scenarios, models and protocols

The console layout has been designed in such a way to represent with the highest possiblefidelity a real console in fast ships service and the total accessibility by the trainee to allfunctions that deal with the navigation conduct has been verified, so as the trainee’s capabilityto read all the information coming from the safe navigation support equipment.

The scenario described above has been implemented in the full mission simulator at theWarsash Marine Centre, where the existing system has been implemented with a fast shipcontrol console and all the fast ship modelling software. The simulator and especially thecontrol console are described in the Annex 1.

A particular care has been dedicated to the inter-operativeness between trainer and trainee.

2.2.3 Task 4.2.3: Performances of simulation runs

Considering what has been acquired in task 4.2.1, the practise of the demonstrative exercisesperformed on September 16 1999 in the presence of the participants has taken place in thecrossings from West Solent to Southampton and in the crossing of Dover Channel from Doverto Calais. The test related to Calais was completed with berthing operations in order to allowthe utilisation and the different possibilities offered by the joystick. After the demo, adebriefing has followed, according to which, it has been drawn that there are differences ofopinion in relation to an integration of the equipment related to ECDIS and ARPA systems.Since it has been acknowledged that the flexibility achieved by the demo allows one or theother solution, Sindel assumes that, for the definite choice, in a possible future continuation ofFASS research, a precise judgement can be acquired through the analysis of shippingagencies’ and on board operators’ qualified opinions in order to decide which choice to take,always confirming the undiscussed possibility to develop an integrated system.

The exercise FASS-3 has been run on the 16th of February, with the participation of thefollowing persons:

- 2 Sindel WP4 operators- 3 FASS consortium members (1 project management and 2 participants)- 2 IMO – MSC members- 1 Ship owner representative- 2 Maritime lecturers- 2 Captain senior operators on fast ships- 3 Pilots as trainee- 3 Representatives of WMC

The training phases were:

- Preliminary familiarisation of the trainees team with the ship characteristics andbridge instrumentation and controls, before the arrival of the visitors

- Trainees briefing- Run exercise in Multi Task Simulator- Exercise debrief



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2.3 SWP 4.3: Training assessment report

After the debriefing a discussion has followed among all visitors and a questionnaire has beenfilled by the qualified participants.

Assessment criteria Evaluation * 1 2 3 4 5

Comment

The operating scenario isrealistic ?

1 7 3

Training tools are adequate ? 1 3 7 Some remarks about the simulatorconsole layout.

Navigation difficulties arerealistic ?

1 4 6

Navigation difficulties arefrequent ?

2 6 3

The training system responseis valid ?

1 3 7

The training makeprofessionalism ?

1 3 7

* Evaluation: 1 very poor, 2 poor, 3 sufficient, 4 good, 5 very good

Taking into account the training assessment report and Cetemar contribution to WP4, and theevaluation report made by IMO officials, the conclusion of the WP4 is that the instrumentbuilt for training purposes is valid, but must be further updated in the near future, revising theconsole layout from the ergonomic point of view, while it must be maintained the actualstructure when the team work training is considered as the main object to be reached.

Another need is the implementation in the software actually running of all the constraintscoming from the COLREG application, taking into account all the information acquiredduring the development of the project. This need comes out, because, from many parts of thefast ship operators, it seems that the COLREG need an update, taking into account theproblem arising from the fast ship operational management.

Some particulars of the reaction to the propulsion plant or to the bow thruster must be refinedin order to obtain a better realism.

As very clearly appears from the documentation collected in that sector, the tool developed byFASS must be considered a tool for general training on monohull fast ships. If, in the future, itwill be possible to acquire a well defined mathematical model of a catamaran or a SES, thehardware employed will probably not change in deep, but the software will have to beimplemented due to the different way in which catamarans differ from monohulls.

For specific training of a well defined type of ship operators, the ship owner companymust always provide all data needed to build the specific mathematical model of theconsidered ship. In this case, following the ship owner commitment, it may be necessary todesign a new layout of the considered console.



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Taking into account the training assessment after the second demo session at the WarsashMarine Centre, the way to develop the training proposed in Warsash appears the right one,and this is clear from the following table:

Prerequisite:

1. Equipment training2. Establish basic operational procedure

Team Work:

1. Passage planning2. Appraise3. Execute4. Monitor

Collision avoidance:

1. INS – IBS2. Blind pilotage

Debriefing

Navigation general training:

1. Competency:STCW95

2. Type rating:a. Equipmentb. Team workc. Procedure:

- operational: ISM code- emergency: SAR – MOB - Engine failure- checklist

Final Report WP 4 FASS 18/56


3 ANNEX 1. Extract from Table A-II/1 of STCW95Specification of minimum standard of competence for officers in charge of a navigational watch on ships of 500 gross tonnage or more

Function: Navigation at the operational level

Competence Knowledge, understanding and proficiency Methods for demonstrating competence

Plan and conduct apassage anddetermine position

Celestial navigationAbility to use celestial bodies to determine the ship’s position

Terrestrial and coastal landmarksAbility to determine the ship’s position by use of:1. Landmarks2. aids to navigation, including lighthouses, beacon and buoys3. dead reckoning, taking into account winds, tides, currents and estimated

speeds

Thorough knowledge of an ability to use navigational charts and publications,such as sailing directions, tide tables, notices to mariners, radio navigationalwarnings and ship’s routeing information.

NOTE: ECDIS systems are considered to be included under the term “charts”.Electronic systems of position fixing and navigationAbility to determine the ship’s position by use of electronic navigational aids

Echo-soundersAbility to operate the equipment and apply the information correctlyCompass – magnetic and gyroKnowledge of the principle of magnetic and gyro-compasses

Ability to determine errors of the magnetic and gyro-compasses, using celestialand terrestrial means, and to allow for such errors

Examination and assessment of evidenceobtained from one or more of the following:

1. approved in-service experience2. approved training ship experience3. approved simulator training, where

appropriate4. approved laboratory equipment training

Using chart catalogues, charts, navigationalpublications, radio navigational warnings,sextant, azimuth mirror, electronicnavigation equipment, echo-soundingequipment, compass




Plan and conduct apassage anddetermine position(continued)

Steering Control SystemKnowledge of steering control system, operational procedures and change-overfrom manual to automatic control and vice versa. Adjustment of controls foroptimum performance.

MeteorologyAbility to use and interpret information obtained from shipbornemeteorological instruments.

Knowledge of the characteristics of the various weather systems, reportingprocedures and recording systems

Ability to apply the meteorological information available

Maintain a safenavigational watch

WatchkeepingThorough knowledge of the content, application and intent of the InternationalRegulations for Preventing Collision at Sea

Thorough knowledge of the Principles to be observed in keeping a navigationalwatch

Thorough knowledge of effective bridge teamwork procedures

The use of routeing in accordance with the General Provisions on Ship’sRouteing




Use of radar andARPA to maintainsafety of navigation

Note: Training andassessment in the useof ARPA is notrequired for thosewho serveexclusively on shipsnot fitted withARPA.This limitation shallbe reflected in theendorsement issuedto the seafarerconcerned.

Radar navigation

Knowledge of the fundamentals of radar and automatic radar plotting aids(ARPA)

Ability to operate and to interpret and analyse information obtained from radar,including the following:

Performance, including:

1. factors affecting performance and accuracy2. setting up and maintaining displays3. detection of misrepresentation of information, false echoes, sea return, etc.,

racons and SART’s

Use, including:

1. range and bearing; course and speed of other ships; time and distance ofclosest approach of crossing, meeting overtaking ships

2. identification of critical echoes; detecting course and speed change of otherships; effect of changes in own ship’s course or speed or both

3. application the International Regulations for Preventing Collision at Sea4. plotting techniques and relative and true motion concepts5. parallel indexing

Assessment of evidence obtained fromapproved radar simulator and ARPAsimulator training plus in-serviceexperience




Use of radar andARPA to maintainsafety of navigation(continued)

Principal types of ARPA, their display characteristics, performance standardsand the dangers of over-reliance on ARPA

Ability to operate and to interpret and analyse information obtained fromARPA including:

1. system performance and accuracy, tracking capabilities and limitations, andprocessing delays

2. use of operational warnings and system tests3. methods of target acquisition and their limitations4. true and relative vectors, graphic representation of target information and

danger areas5. deriving and analysing information, critical echoes, exclusion areas and

trial manoeuvres

Respond toemergencies

Emergency proceduresPrecautions for the protection and safety of passengers in emergency situations.

Initial action to be taken following a collision or a grounding; initial damageassessment and control

Appreciation of the procedure to be followed for rescuing persons from the sea,assisting a ship in distress, responding to emergencies which arise in port



appropriate4. practical training




Respond to a distresssignal at sea

Search and Rescue

Knowledge of the contents of the IMO Merchant Ship Search and RescueManual (MERSAR)

Examination and assessment of evidenceobtained from practical instruction orapproved simulator training, whereappropriate

Use the StandardMarine NavigationalVocabulary asreplaced by the IMOStandard MarineCommunicationPhrases and useEnglish in writtenand oral form

English Language

Adequate knowledge of the English language to enable the officer to use chartsand other nautical publications, to understand meteorological information andmessages concerning ship’s safety and operation, to communicate with otherships and coast stations and to perform the officer’s duties also with amultilingual crew, including the ability to use and understand the StandardMarine Navigational Vocabulary as replaced by the IMO Standard MarineCommunication Phrases

Examination and assessment of evidenceobtained from practical instruction

Transmit and receiveinformation byvisual signalling

Visual signalling

Ability to transmit and receive signals by Morse Light

Ability to use the International Code of signal

Assessment of evidence obtained frompractical instruction




Manoeuvre the ship Ship manoeuvring and handling

Knowledge of:

1. the effects of deadweight, draught, trim, speed and under-keel clearance onturning circles and stopping distances

2. the effects of wind and current on ship handling3. manoeuvres and procedures for the rescue of person overboard4. squat, shallow-water and similar effects5. proper procedures for anchoring and mooring



appropriate4. approved training on a manned scale

ship model where appropriate



4 ANNEX 2. Extract from Table A-II/2 of STCW95Specification of minimum standard of competence for master and chief mates on ships of 500 gross tonnage or more

Function: Navigation at the management level


Plan a voyage andconduct navigation

Voyage planning and navigation for all conditions by acceptable methods ofplotting ocean tracks, taking into account, e.g.:

1. restricted waters2. meteorological conditions3. ice4. restricted visibility5. traffic separation schemes6. areas extensive tidal effects

Routeing in accordance with the General Principles on Ships’ Routeing

Reporting in accordance with the Guidelines and Criteria for Ship ReportingSystems


1. approved in-service experience2. approved simulator training, where


Using: chart catalogues, charts, nauticalpublications and ship particulars.




Determine positionand the accuracy ofresultant position fixby any means

Position determination in all conditions:

1. by celestial observations2. by terrestrial observations, including the ability to use appropriate charts,

notices to mariners and other publications to assess the accuracy of theresulting position fix

3. using modern electronic navigational aids, with specific knowledge of theiroperating principles, limitations, sources of error, detection ofmisrepresentation of information and methods of correction to obtainaccurate position fixing




using:

1. charts, nautical almanac, plotting sheets,chronometer, sextant and a calculator

2. charts, navigational publications andinstruments (azimuth mirror, sextant,log, sounding equipment, compass) andmanufacturers manuals

3. radar, Decca, Loran, satellite navigationsystems and appropriate navigationalcharts and publications




Determine and allowfor compass errors

Ability to determine and allow for errors of the magnetic and gyro compasses

Knowledge of the principles of magnetic and gyro-compasses

An understanding of system under the control of the master gyro and aknowledge of the operation and care of the main types of gyro-compass




using: celestial observations, terrestrialbearings and comparison betweenmagnetic and gyro-compass




Co-ordinate searchand rescueoperations

A thorough knowledge of and ability to apply the procedures contained in theIMO Merchant Ship Search and Rescue Manual (MERSAR)




using: relevant publications, charts,meteorological data, particulars of shipinvolved, radiocommunication equipmentand other available facilities and one ormore of the following:

1. approved SAR training course2. approved simulator training, where


Establishwatchkeepingarrangements andprocedures

Thorough knowledge of content, application and intent of the InternationalRegulations for Preventing Collision at Sea

Thorough knowledge of content, application and intent of the Principles to beobserved in keeping a navigational watch

Effective bridge teamwork procedures



appropriate




Maintain safenavigation throughthe use of radar andARPA and modernnavigation system toassist commanddecision-making

Note: Training andassessment in the useof ARPA is notrequired for thosewho serveexclusively on shipsnot fitted withARPA. Thislimitation shall bereflected in theendorsement issuedto the seafarerconcerned

An appreciation of system errors and thorough understanding of the operationalaspects of modern navigational systems, including radar and ARPA.

Blind pilotage techniques

Evaluation of navigational information derived from all sources, includingradar and ARPA, in order to make and implement command decisions forcollision avoidance and for directing the safe navigation of the ship

The inter-relationship and optimum use of all navigational data available forconducting navigation

Assessment of evidence obtained fromapproved radar simulator and ARPAsimulator training




Forecast weather andoceanographicconditions

Ability to understand and interpret a synoptic chart and to forecast areaweather, taking into account local weather conditions and information receivedby weather fax

Knowledge of the characteristics of various weather systems, including tropicalrevolving storms and avoidance of storm centre s and the dangerous quadrants

Knowledge of ocean current systems

Ability to calculate tidal conditions

Use all appropriate navigational publications on tides and currents



appropriate

Respond tonavigationalemergencies

Precautions when beaching a ship

Action to be taken if grounding is imminent, and after grounding

Refloating a grounded ship with and without assistance

Action to be taken if collision is imminent and following a collision orimpairment of the watertight integrity of the hull by any cause

Assessment of damage control

Emergency steering

Emergency towing arrangements and towing procedures

Examination and assessment of evidenceobtained from practical instruction, in-service experience and practical drills inemergency procedures




Manoeuvre andhandle a ship in allconditions

Manoeuvring and handling a ship in all conditions, including:

1. manoeuvres when approaching pilot stations and embarking ordisembarking pilots, with due regards to weather, tide, headreach andstopping distances

2. handling ship in river, estuaries and restricted waters, having regard to theeffects of current, wind and restricted water on helm response

3. application of constant rate of turn techniques4. manoeuvring in shallow water, including the reduction in under-keel

clearance caused by squat, rolling and pitching5. interaction between passing ships and between own ship and nearby banks

(canal effect)6. berthing and unberthing under various conditions of wind, tide and current

with and without tugs7. ship and tugs interaction8. use of propulsion and manoeuvring systems9. choice of anchorage; anchoring with one or two anchors in limited

anchorages and factors involved in determining the length of anchor cableto be used

10. dragging anchor, clearing fouled anchors11. dry-docking, both with and without damage12. management and handling of ships in heavy weather, including assisting a

ship or aircraft in distress; towing operations, means of keeping anunmanageable ship out of through of the sea, lessening drift and use of oil

13. precautions in manoeuvring to launch rescue boats or survival craft in badweather



appropriate3. approved manned scale ship model,

where appropriate




Manoeuvre andhandle a ship in allconditions(continued)

14. methods of taking on board survivors from rescue boats and survival craft15. ability to determine the manoeuvring and propulsion characteristics of

common types of ships with special reference to stopping distances andturning circles at various draughts and speeds

16. importance of navigating at reduced speed to avoid damage caused by ownship’s bow wave and stern wave

17. practical measures to be taken when navigating in or near ice or inconditions of ice accumulation on board

18. use of, and manoeuvring in and near, traffic separation schemes and invessel traffic service (VTS) areas

Operate remotecontrols ofpropulsion plant andengineering systemand services

Operating principles of marine power plants

Ship’s auxiliary machinery

General knowledge of marine engineering terms



appropriate



ANNEX 3. FAST SHIP SIMULATOR DEMO SYSTEM

5.1 INTRODUCTION

The SWP 4.2 task is the building of a Demo system in order to verify the feasibility of a fastship simulator for the training of the ship operators in fast ship control.

Therefore an own ship mathematical model has been identified, as realistic as possible, inorder to make the trainee feeling to be in the specific and realistic fast ship environment, as hewill be in a real trip.

As confidentially communicated to all partners, difficulties have been encountered inachieving a clear and declared collaboration from the shipowner companies, that don’t like tocommunicate the ship’s manoeuvrability characteristics, and for this reason they have notauthorised the shipyard to give the data necessary to build a realistic mathematical model.

Sindel technicians have been on board of selected fast ships as normal passenger, to getinformation and feeling about the fast ship behaving. Furthermore, thanks to personalrelationships, Sindel has been able to get enough information to reach the goal.

The demo system has been built and set up at the Warsash Maritime Centre premises anddemo exercises have been prepared and run on the 16th of September.

As discussed during the meeting in Genova, exercises can be further optimised, taking intoaccount of the implementation cost, by introducing constraints (disturbances) due to theapplication of the actual rules, given by SOLAS and COLREG.

The introduction of this implementation should give the trainee the possibility to check whatflexibility would be requested in updating the COLREG.

In case the Commission will foresee the need to go further in the simulator prototypedevelopment, on the basis of the inputs from the FASS WP2 and WP3, Sindel foresee thepossibility to implement in the prototype the constraints due to the COLREGS and furtheroptimisations related to the implementation of the safety depending from the ship operators.



5.2 SHIP CHARACTERISTICS

The monohull considered for the simulator prototype has the following main characteristics:

Dimensions:

Overall length 145.6 mLength between p.p. 128.6 mMax. breadth 22.0 mHeight main deck 12.6 mFull load displacement 4000 tDead-weight 1200 tDraft 3.9 m

Transport capacity:

Passengers 1800Cars 460Trucks (13.6 m long) up to 30

Performance:

Service speed 40 knotsRange (service speed)300 n.m.

Propulsion:

Two Gas Turbines Kamewa LM 2500 2x22.000 kWFour Diesel MTU 20V 1163 TB 73L 4x6.500 kWSteering/Reversing Water-Jets 2Booster Water-Jets 2Bow thruster 800 kW

5.2.1 SHIP MODELING

The basic mathematical model of the ship manoeuvring motion is a 6 degrees of freedommodel, described on the basis of coupled equations of surge, sway and yaw, and on equationsto calculate roll, pitch and heave.

The forces and moments considered in the model are the following:

Hull hydrodynamic forces, due to ship motion in a sea affected by current.Aerodynamic forces due to ship motion in the air with or without wind.Propulsion forces due to Diesel operated hydrojets, with manoeuvring capabilityPropulsion forces due to hydrojet boostersBow thruster forceForces induced by rough sea



Forces due to bank effectForces due to shallow water (modification of the hull hydrodynamic forces)Forces due to the interaction with other shipsTug forcesMooring lines forcesAnchor chain forces

The most important and critical components are the hydrodynamic and propulsion forces.

The hydrodynamic forces acting on ship hull due to ship motion can generally be expressed aspolynomials of motion variables, together with hydrodynamic derivatives. The coefficientsused to implement the fast ship model have been estimated by a coefficient calculationprogram that gives a first approach value of them, by using as input data the hullcharacteristics.

The hull characteristics have been estimated from model pictures published on specialisednewspapers.

A fine tuning of some more effective coefficients is possible when the manoeuvring data ofthe ship are known.

For the hydrojets a new model has been developed. The model is rather simple with respect toa propeller propulsion system, due to the high efficiency of the hydrojet pump.

Ship steering and manoeuvring is performed only controlling the hydrojet direction. Thus thehydrojet thrust is considered as an orientable force acting on the ship.

A model has also been developed for the gas turbines, that are used to power the hydrojetboosters.

5.3 DEMO SYSTEM

The Sindel contribution to the WP2 task was the setup of a simplified simulator to be used bythe partner SODENA, in order to give SODENA the possibility to reach its own results. Thenext step has been the further development of the model algorithms to control the morecomplete and sophisticated demo unit.

The demo system has been developed in order to be run on a new ship handling simulator,that has been recently installed at the Warsash Maritime Cent re.

To reach this result a special fast ship control console has been built to be installed asalternative in the Own Ship A of the WMC Multi Purpose Simulator.

In figure 1 the layout of the own ship bridge is shown. The layout is typical of fast ships, withall consoles surrounding the operators. Instruments and controls are arranged ergonomically,so the operators can reach all important equipment, while sit on their chairs.



The central part, the control peninsula shown in figure 2, is interchangeable with the standardcontrol peninsula (not shown here).

The specific controls implemented in the fast ship peninsula are:

2 orientable levers (bottom side) to control power and direction of the manoeuvring hydrojets.The power can be ahead or astern, as in any traditional lever, but the astern power is obtainedwith jet deflectors.2 levers to control the hydrojet boosters (only ahead motion, so the power scale is from 0 to10)Clutch controls, between the orientable leversRpm indicators for all 4 hydrojet pumps“Kamewa style” joystick (in the middle of the peninsula), to be used as alternative to thesingle controls, in order to have an highly sophisticated integrated ship motion control,especially for in harbour manoeuvring.Steering mode control (bottom right) to select the type of control: synchronised orindependent hydrojet’s orientation, track pilot or integrated joystick control.Thruster control (Middle left) operated by push buttons.Track pilot (middle centre), developed using as a reference the equipment made by the Danishcompany EMRI. The track pilot is connected with the ECDIS system made by the Finnishcompany ASPO, that is included in the bridge console, and gives the possibility of an highlysophisticated route or track control.Fog signals and siren controlsEchosounder meter and alarmGyro repeaterNavigation lights control

A special control is the viewing direction and position control that is of course typical only ofsimulators, in order to give the possibility to look around the ship. By means of this controlthe visual scene projected on the screen can be moved and oriented in order to simulate theview from the ship wings or in different directions.

The simulator software has been implemented in order to control all devices in a realistic way,taking into account the ship characteristics. Furthermore a noise synthesiser has beendeveloped to generate vibrations and an environment noise that is a mix of background noisefrom the auxiliary equipment, the main engines and the wind, in order to make the operatorfeeling as on board a real ship.

The monohull fast ship model has been installed in the demo system, and it is used to operatethe ship in the trip between Dover and Calais and return.



The Dover-Calais trip has been chosen because of the particular characteristics of thatnavigation area. In fact all type of traffic and manoeuvre situations are very normal duringthis trip:crossing of merchant shipscounter traffic of standard ferries and other fast shipsconstraints due to navigation rulesvarious obstacles like buoys, fishing ships, coastharbour approachinside harbour manoeuvringberthing

Exercises to run the demo have been prepared by the skilled simulator instructors of theWarsash Maritime Institute, with a specific long navigation experience in crossing theChannel, in order to reproduce the most realistic situations that ship operators meet during thetrip.



5.4 CONSOLE OPERATION

The fast ship control console has different mode of operation, as regards engine control andship steering.

The operation modes are:

Follow up steering with synchronised jet direction: engines are controlled by the respectivelevers and the angle of both hydrojets is controlled by the left lever only.Follow up steering with independent jet direction: engines are controlled by the respectivelevers and the angle of each hydrojet is independently controlled by the respective levers.Autopilot: engines are controlled by the respective levers and the angle of each hydrojet issynchronously controlled by the track pilot.Joystick: engines, thrusters and hydrojet directions are all controlled by a single lever withdifferent functional modes.

The independent control of hydrojet directions is very useful in the harbour manoeuvring,because they give the possibility to direct the jets in order to have a transversal thrust with anaction very similar to a stern thruster. Combining the use of the bow thruster with thehydrojets it is possible to move the ship in almost any direction.

In the joystick mode the operator is helped in setting all propulsion and direction control tomove the ship as desired. The joystick can operate in the following different modes:

Transit mode, with manual or automatic heading: this mode should be used for navigationnear or inside the harbour. The lever position control the power of outer hydrojets (both at thesame power), while the direction is controlled in manual mode by the lever orientation and inthe automatic mode by a simple autopilot following the course to steer set on a digital displaywith a rotating knob. With the transit mode selected the booster control is possible with thebooster levers.

Position mode, with manual or automatic heading control: this mode is typical for berthingand in general for a fine control of the ship movement. The lever direction defines thedirection of the ship movement relative to the ship heading, and the lever position defines thepower to apply. In the manual mode the ship heading is changed in accordance to the steeringknob position. If the knob is in its rest position (0 on the digital display) the ship heading ismaintained constant, otherwise it is changed with a rate of turn function of the knob position.

In the automatic mode the steering knob is used to set the amount of degrees to change theheading, so the degrees setting represents a heading error, that is automatically updated,reaching 0 at the end of the ship rotation, as the heading moves to the requested value.

To perform these functions the joystick has full control of all the propulsion system, and theboosters are completely disabled.



5.5 DEMO EXERCISE

The prepared exercise is made in order to be run with 2 ship controlled by the simulatedbridges, only one of the two with the fast ship console facility.

The exercise can be considered as divided in four main phases:§ an unberthing manoeuvre based mostly on the visual representation, with no need of radar

use.§ a navigation phase, where chart and radar navigation have to be used§ an approaching phase where the use of radar or visual is function of the environmental

conditions§ an inside harbour manoeuvre (berthing)

Figure 6 shows the initial position of all ships in the exercise. Each of them is identified by ared square with speed vector and an identification number. In the printed figure someidentification numbers of ship near to themselves are confused because of the printing scale.

The fast ferry initial position is in the Dover harbour. The ship has to exit the harbour and togo to Calais. At the same time a second fast ferry is leaving from Calais to arrive to Dover.

All ships can be considered in groups, as function of their pre-programmed tracks:

§ ships going along the channel in north-east direction§ ships going along the channel in south-west direction§ ships crossing the channel from Dover or Folkstone to Calais§ ships crossing the channel from Calais to Dover of Folkstone§ ships manoeuvring or anchored in or near Dover§ ships manoeuvring or anchored in or near Calais

Different kinds of ships are defined, each with her own characteristic speed. During theexercise development different risk situations occur that require a collision avoidancemanoeuvre to be performed by the fast ferry.



The involved ships are as in the following table:

SHIP TYPE DESCRIPTION1 Fast ferry Own ship leaving Calais harbour2 Fast ferry Own ship living Dover harbour3 Container 30000 tons Descending the Channel at 20 knots4 Cargo 10000 tons Descending the Channel at 16.3 knots5 Frigate Descending the Channel at 23 knots6 Tanker 153000 tons Descending the Channel at 14.3 knots7 Container 45000 tons Descending the Channel at 20 knots8 Frigate Ascending the Channel at 21 knots9 Vlcc 300000 tons Ascending the Channel at 10 knots10 Container 45000 tons Ascending the Channel at 19 knots11 Passenger ship Ascending the Channel at 22 knots12 Panamax Ascending the Channel at 12 knots13 Cruise ship Leaving from Dover to Calais at 15 knots14 Vlcc 250000 tons Ascending the Channel at 12 knots15 Cruise ship Crossing the Channel going to Calais at 21 knots16 Cruise ship Leaving from Calais to Dover at 10 knots17 Standard ferry Crossing the Channel going to Dover at 18 knots18 RORO Ascending the Channel at 16 knots19 Fishing boat Ascending the Channel at 7 knots20 Fishing boat Ascending the Channel at 5 knots21 Catamaran Crossing the Channel going to Calais at 35 knots22 Fast ferry Berthed in Calais23 Cruise ship In Dover harbour24 Fishing boat Descending the Channel at 2 knots25 Panamax Descending the Channel at 12 knots26 Small RORO Descending the Channel at 15 knots27 Container 45000 tons Descending the Channel at 21 knots28 Fishing boat Descending the Channel at 2 knots29 Big yacht Leaving from Calais to Dover at 6 knots30 Big yacht Crossing the Channel going to Calais at 6 knots31 Fishing boat Ascending the Channel at 2 knots32 Coaster Ascending the Channel at 9 knots



A second exercise has been prepared, with a different kind of situation. The exercise area isthe Solent channel, between England and the Isle of Wight.

Also this exercise has been made in order to be run with 2 ships controlled by the simulatedbridges, only one of the two with the fast ship console facility.

The exercise task is the entrance of the Solent channel from the west entrance, coming fromsouth of the isle of Wight, and then going on to approach the port of Southampton.

The main difference between this exercise and the previous one is that the navigation occursin an area limited by coast and see depth, while the Dover Calais is mainly in open water, andfurthermore with some constraints to radar and optical visibility.

The number of traffic ships involved in the simulation is relatively low, but typical situationsare encountered:§ meeting other ships with opposite course§ overtaking ships following the same course

The exercise can be considered as divided in two main phases:§ approaching and entering the Solent channel§ navigation in the Solent

The Solent entrance manoeuvre is disturbed by another fast ship and a ferry that are exiting,with different speeds.



5.6 DEMO EXERCISE RUN

At the Warsash Maritime Institute on the 16th of September 1999 the two demo exercises havebeen executed.

Both exercises have run with good weather conditions, and so with good visibility.

Navigation has been performed at 40 knots. Anticollision manoeuvres have been performed toavoid dangerous situations encountered during the navigation.

The ability to manage in the safer way the ship has been verified, taking into account thatconstraints from the COLREGS are not included in the simulation program

During the simulation the interaction between the trainee and the instructor had a particularimportance. The instructor manages all traffic ships in the scenario and simulate thecommunications between the ship and other traffic ships or shore stations. For this purpose asophisticated communication system, part of the simulation system (not financed by EC), hasbeen used during the exercise.

All operations performed by the simulated ships and by the traffic ships are recorded in orderto be examined after the exercise end.

5.7 CONCLUSION

A tool has been made and demonstrated that give many possibilities both to the research inthe field of the high speed vessels and to the training of the high speed vessel operators.

Two exercises have been run with different kind of difficulties, and the realism and validity ofthe simulation has been shown, with evidence of the possibility to create any kind of situation,in order to investigate both on the rules validity and the human behaving in differentconditions of danger, weather and environment.

In the proposed exercises there were not those constraints, which the trainee has to consider,that are stated by the new COLREGS. Constraints that should be introduced in the simulationprogram, in order to verify the effective knowledge of the anticollision rules by the trainee.

The tutor has to evaluate, by means of his own experience and knowledge, the result of theship operation, considering also the acceleration and deceleration times and the berthing andunberthing manoeuvres that must be performed within safety limits..

One the goals of the simulation is to verify if the actual COLREGS are suitable for the needsof a safe high speed navigation. This is particularly necessary, because one of the globalresults of the research is that the actual COLREGs have to be revised.

In a further FASS 2 program, together with the partners involved in the WP4, Sindel canoptimise the simulation system with the implementation of the COLREGS, both for thetrainee evaluation and for a better management of the target ships involved in the simulationexercise.



6 ANNEX 5. CETEMAR CONTRIBUTION

6.1 Demonstration of the scheduled exercise in Warsash Maritime Centre

6.1.1 Demonstration Exercise Phases

a) Room Instructor Briefingb) Exercise developing in the English Channel (Dover-Calais)c) Integrated Bridge Simulation in a HSCd) Exercise developing Scenarioe) Instructor interventions from the Instructor’s Roomf) Executed Exercise Briefing

6.1.2 Scheduled exercise developing

a) – Room Instructor Briefing

In the previous briefing, the instructor clearly specifies the exercise objectives that areessentially two:

1- Internal communication and crew collaboration (in this case three deck officers),communication protocols with the outer part of the ship, and external communicationduring the navigation between bridge officers with considerable traffic density in thechannel between Dover and Calais.

2- Target control in all cases appearing in the Radar screens during the exercise. Setting oneRadar in three miles range and the other one in six miles, they have to be controlled bytwo deck officers, communicating all data verbally to the responsible of the lastmanoeuvring decision (the master).

b)- English channel exercise development (Dover-Calais).

The exercise is developed by three members standing at the Bridge Simulation ConningConsole in the following situations:

a) A Deck Officer constantly controls the Radar set at three miles range.b) A Deck Officer constantly controls the Radar set at six miles rangec) The ship’s Captain stands and controls the propulsion levers.

As long as the exercise goes on, some situations of collision risk with other ships at less speedoccur. Following the scheduled traffic sense existing in the English Channel, a dangeroussituation is found in their tracks because a faster speed ship is crossing them.Other risk situations occur, when a fishing fleet working near the entrance of the Calais PortCanal appears in the scheduled track.d) Integrated Bridge Simulation of an HSC.

The integrated bridge for simulation of a HSC shown for the exercise has the followingelements:



1- An integrated navigation console with the following devices:

a) In the foremost part it shows: two Radar ARPA, an engine alarms panel, a monitor withthe possibility to zoom the view of other ships, an electronic chart system capable tomerge Radar information, a centred horizontal integrated console with autopilot andpropulsion levers, two seats, a chart tracking, a visual system with three reflectionchannels.

b) In the front part but hung at the ceiling (overhead panel) it shows: A console with Dopplerspeeds, echo sounder, rudder angles and time.

d)-Exercise developing scenario

The exercise developing scenario is the one said above: the passage between Dover andCalais. There is a conspicuous density of merchant vessel traffic and working fishing fleet.Real distance and time between the departure and arrival ports. Chance to visually detect thescenario targets even with a reduced visibility of two miles.

e)- Instructor Intervention during the exercise

During the exercise, the instructor is the protocol receiver from departure of Dover Port, andduring the exercise transmits a meteorological broadcast simulating the Dover trafficcontroller.

f)- Executed Exercise Debriefing

In the executed exercise debriefing phase, the exercise navigation events are analysed, bymeans of notes made by an observer available on the bridge, and the different observercomments are analysed too together with those given by the crew defending their procedures;discussing all the exercise development by means of the projection of the recorded tracks.

Comments and Suggestions

It is known that there are no training courses for HSC model and the pillars of them lie in theconventional navigation and the Colregs.But the exercise demonstration in Warsash Maritime Centre is similar to the actualprofessional mariners involved in this type of vessel piloting.The WP 4, dealing with training, is divided in 3 sub-work packages and an annex related witha fast ship simulator demo system. The last one was celebrated in Warsash Maritime Centreon the 16th of March.

In the Demo system, the Instructor was following a schedule to carry on the exercise. As weknow, the objectives in the Instructor’s card, were mainly to develop safe navigation andcollision avoidance techniques according to HSC, operating within Traffic SeparationSchemes.More in detail, the singular objectives are the following:



- To exercise bridge teamwork- To prepare and execute a navigational passage plan in a congested Traffic Separation

Scheme- To use ECDIS- To maintain track according to the passage plan- To maintain safe navigational conduct with particular attention to maintain safe

closest points of approach

The live demonstration is a worthwhile practice for the Radar ARPA handling because thetrainees will realise that attention paid in the ARPA must be higher due to the high speedreached by the own ship and also they must be alert in case they have to change course or toreduce speed in the tracks.

a)- Room Instructor Briefing

1. HSC mathematical model data are described to the trainees:- Main ship dimensions and characteristics- Engine Type and rpm orders- Propulsion details (propeller or water-jet)- Course keeping (rudder or water-jet)- Minimum stopping distance and time (crash-stop)- Turning Circle Manoeuvre of the ship model.

2. Bridge console controls and commands are described:

- The integrated console to be handled in the course must be well known in order to allowthe trainees to operate the ship.In the Warsash Maritime Centre console, at the moment it is not foreseen a rearrangementof the devices in the Navigation Bridge. Here there are some suggestions:

a) The standing position of the Captain is not totally correct because he must handle thepropulsion controls in the central panel (to be revised).

b) The Captain before any action, i.e. course change, speed variation, immediate stop,receives information from a second operator (Chief Mate) or a minimum dataverification from the information panel, Radar or Electronic Navigation Chart.

c) In the central console, the Radar ARPA should be a little bit closer to the operatorand is not a good solution to provide rolling seats because of sea conditions. Perhapsthe ARPA could have an on-screen menu to handle its functions instead of akeyboard..

d) The engine alarm panel is not of chief importance for a navigation officer whomust be informed mainly of navigation problems and furtherly of enginemalfunctions.

e) The ECDIS could be placed closer to the ARPA displays and should be of easieraccess by the operators.

f) The azimuthal levers on the central console could be a little bit more accessible.g) The overhead panel could be closer to the operator to improve the data readability.



c) Scenarios and Instructors

The scenarios scheduled by the Warsash Maritime Centre are very suitable due to theircorrelation with the dense traffic situation in the exercise area and time.A lot of consequences can be highlighted such as tiredness and reflex loss by the crew in suchshipping situations. Another kind of scenarios to train other skills for the HSC operators couldbe implemented.

Considering the chance to have instructors with the most experience as possible in HS Crafts,it would be very interesting to have instructors with such experience.



7 ANNEX 6. IMO REPORT

7.1 Demonstration of a Training Session on Fast Ship Navigation,Warsash Maritime Centre, Southampton, 16 February 2000

Captain G.S. Singhota, Senior Technical Officer, Navigation Section and Mr. M. Palomares,Technical Officer, Technology Section, visited the Warsash Maritime Centre, Southampton,on 16 February 2000 to attend a demonstration of a Training Session on Fast Ship Navigation.The demonstration is a component of Fast Ships’ Safety (FASS) project the principal aim ofwhich is to increase safety in the operation of high speed craft and ships by trainingnavigators using simulators. It is seen as a first step in the development of a training tool forthe safe operation of high speed craft/ships.

The demonstration exercise which was conducted by four trainee Pilots from AssociatedBritish Ports (ABP), Southampton, was carried out very well. The exercise was oriented tosafe navigation and collision avoidance technique as appropriate to High-Speed Craftoperating within and around Traffic Separation Schemes.

7.2 Conclusion

During the exercise de-briefing session, it was agreed that simulator training for high speedcraft navigation was very useful in general, especially if it was tailored to suit the following:

- Type/size of craft;- Area of operation; and- Equipment training.

7.3 Follow-up action

No follow-up action necessary as this was a one-off demonstration exercise.



8 ANNEX 7 MDV 3000 Captain Report

A captain with long experience on board on MDV 3000 (a mono hull high speed craft) whoparticipated to the training demo in Warsash Maritime Centre, has expressed his own opinionabout the simulator as follows:

The simulator “MDV 3000” which I looked over at the Training Centre of Warsash England,in my opinion, matches the requirements for the training of officers that are about to serve onthat type of ship.I was amazed, in the beginning, by the similarity of the representation reproduced incomparison with the my real experience on the ship. Certainly the time spent to getacquainted with the equipment didn’t allow me to do some tests like, for example, thenavigation conduct with different wind and sea conditions, which is very important in order tounderstand the operative limitations of the ship and the best ways to navigate with adverseenvironmental conditions or the response in manoeuvre in the ports with nasty and strongwind, nevertheless I think I can express a more than positive opinion about the simulator andthe differences that I have noticed can be considered as details compared to the work done.

Few remarks have been pronounced by the Captain as follow:

- The position of the steering levers on the central peninsula is too backwards, so theoperator has not the view of the ship’s bow, which is an important reference speciallywhen the navigating near the coast, or entering and exiting the harbour, or berthing andunberthing the ship.

- The wake and the wave effect on the other target ships would give a better feeling ofreality.



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Fig. 2Fast ship control peninsula

630

CONTROL PANEL OFPENISULA 2 -FAST SHIP

RPM

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INNER JET

2 00 2 0 0 2 0 0 20 0

OUTER JET

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S E T C O U R S EO F FC O U R S E

R U D D E RLIMIT

RAD. N.M. R.O.T. /MIN

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LOADED

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0

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INNER JET

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OUTER JET

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T O W

RELEASE

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PORTOUTER

PORTINNER

STBD.INNER

STBD.OUTER

C L U T C HIN

C L U T C HO U T

CLUTCHIN

CLUTCHIN

C L U T C HIN

CLUTCHOUT

CLUTCHOUT

C L U T C HO U T

STEERINGMODE

F . U .I N D E P .

F.U. S Y N C .

F . U .I N D E P .

F.U. S Y N C .

770

300

TRUE R E L . m/s knots

WIND INDICATOR CONTROL

1TitleDate

appr.drawn

Sheetof

checkedCD

Drw Nr. 98026011

20/12/98

2

P/N 2090P004



Figure 3. Dover Calais area



Figure 4. Dover harbour entrance



Figure 5. Calais harbour entrance



Figure 6. Demo Exercise initial status



Figure 7. Training Exercise initial status



Figure 8. Training Exercise: tracks plot (Ownship in blue)



Figure 9. Training Exercise: tracks detail at 11’ 47’’

fass · a-ii/1 “specification of minimum standard of competence for officers in charge of...

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