Ship Handling Simulation: Difference between revisions

Latest revision as of 09:12, 21 October 2022

The Hydraulic Engineering in Coastal Areas department of the BAW advises the WSD North and WSD Northwest among others in the context of fairway design with regard to adapting the shipping channels to large vessels (e.g. Lower and Outer Elbe river, Lower Weser river, Outer Weser river, also the approaches to Stralsund and the Peenestrom). Today the results of ship handling simulations are of considerable relevance to the decision-making processes involved in the definitive stipulation of fairway dimensions. Ship handling simulators are deemed to be valuable in rating fairways and are recommended for critical marginal conditions (e.g. minimizing fairway dimensions (see also PIANC WG II-20, 1992; PIANC WG II-30, 1997), although the limits for this kind of application are still uncertain. The BAW is consulted primarily by the WSV for professional advice when it comes to tender procedures for simulation assignments and for verifying the rating methods. Assessments of the ship handling simulation software currently devised for nautical issues led to the conclusion that the mathematical methods of the simulation systems (e.g. regarding the squat and bank effect) relevant to fairway rating do not satisfy the professional demands made by the WSV. Given the fast increase in the size of ships used for container shipping and the long planning phases necessary for measures to adapt the shipping channels, a professionally confirmed navigability analysis for future large container ships is necessary for example for the estuaries of the rivers Weser and Elbe and also for the Kiel Canal.

The urgency of the task becomes even clearer when attention focuses on the need to make commercial use of the waterway infrastructure in its present or future adapted form, so that there is a need for continuous on-going development of the modular simulation software, also in the form of development and implementation work.

In Germany, the use of ship handling simulators in the field of inland navigation began only in 2008. The BAW Karlsruhe procured its own simulator in 2009. Based on this commercial simulator which was developed for training the nautical staff of seagoing vessels the calculation kernel was expanded to include methods to calculate ship-induced waves and predict the movement of inland vessels in extremely shallow water while taking account of current fields. The characteristics of the stern and bow rudders were also adapted in order to meet the technological requirements of inland navigation vessels. Further developments such as an expansion of the collision model to simulate sliding wharves, squat and bank effect are being worked on.

Picture 1: Ship handling simulator at the BAW (right: Karlsruhe; left: Hamburg)

Working on the basis of a commercial simulator intended for the training of nautical personnel on seagoing ships, the existing calculation kernel is being expanded with the addition of methods for calculating ship-induced waves and for predicting the movement of inland vessels in extremely shallow water while taking account of current fields. Following the development work, movement dynamic tests will be carried out in exposed sections where e.g. current fields with a transverse impact on the ship affect its movement, or where the section can only be used for manoeuvres.

Two different methods are planned for the tests. To make the simulation results as objective as possible, the simulation runs are normally steered in a control circle to make sure that the model ship follows a stipulated line. This warrants that the actions and capabilities of the "master" remain constant throughout all the tests and also ensures that the results of the individual simulation runs will all be comparable. The navigability of the particular area with regard to the defined line in itself and the number and strength of ship's manoeuvres that have to be carried out during the simulation run provide an indication as to how certainty and easiness apply to the navigability of the test section.

If psychological aspects affecting the master in his decisions play a role during the tests, it is possible for the ship to be steered through the test section by a master in the line of sight. To this end, the master is provided with a reconstructed bridge equipped with practically original controls of an inland vessel. Three monitors show the outside view. A wide range of different controls can be installed to make the simulator as flexible as possible in terms of ship type, drive type and ruder equipment. The instruments needed by the master are shown in generic form on monitors in the control panel.

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Overview

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-[[Bild: Methoden_Schiffsführungssimulation.jpg|thumb|Bild 1: Schiffsführungssimulator in der BAW Karlsruhe]]
+[[de:Schiffsführungssimulation]]
-[[Bild: Methoden_Schiffsfuehrungssimulation_Bild2.jpg|thumb|Bild 2: Schiffsführungssimulator in der BAW Hamburg]]
-[[Bild: Methoden_Schiffsführungssimulation_Bild3.jpg|thumb|Bild 3: Aufbereitung von elektronischen Seekarten (ENC's) für Belange der WSV (links die offizielle ENC, rechts ENC mit hoch aufgelöster Unterwassertopografie)]]
-Die Bundesanstalt für Wasserbau, Dienststelle Hamburg, Abteilung Wasserbau im Küstenbereich berät die Wasser- und Schifffahrtsdirektionen NORD und NORDWEST u.a. im Rahmen von Fahrrinnenbemessungen für die Anpassung der Seeschifffahrtsstraßen an die Großschifffahrt (z. B. Unter- und Außenelbe, Unterweser, Außenweser, auch Zufahrt Stralsund, Peenestrom). Zur endgültigen Festlegung der Fahrrinnenabmessungen haben heutzutage die Ergebnisse aus Schiffsführungssimulationen eine erhebliche Entscheidungsrelevanz. Die Anwendung von Schiffsführungssimulatoren wird für eine Fahrrinnenbemessung als wertvoll erachtet und für kritische Randbedingungen (z. B. Minimierung der Fahrrinnenabmessungen) empfohlen (u. a. PIANC WG II-20, 1992; PIANC WG II-30, 1997), obwohl die Grenzen für eine derartige Anwendung noch unsicher sind. Die BAW wird vornehmlich von den Wasser- und Schifffahrtsämtern zur fachlichen Beratung bei Vergabeverfahren von Simulationsaufträgen und für die Überprüfung der Bemessungsansätze hinzugezogen. Bewertungen der heutigen, für nautische Fragestellungen konzipierten Schiffsführungssimulationssoftware führten zu der Feststellung, dass die für eine Fahrrinnenbemessung relevanten mathematischen Ansätze der Simulationsanlagen (z. B. zum Squat, zum Bank-Effekt) nicht den fachlichen Anforderungen der WSV genügen. Mit dem Hintergrund der schnell zunehmenden Schiffsgrößen in der Containerschifffahrt und der langen Planungsphasen für Anpassungsmaßnahmen der Seeschifffahrtsstraßen wird eine fachlich abgesicherte Befahrbarkeitsanalyse für zukünftige große Containerschiffe z. B. für das Weser- oder Elbeästuar oder auch den NOK gefordert.
+The Hydraulic Engineering in Coastal Areas department of the BAW advises the WSD North and WSD Northwest among others in the context of [[fairway]] design with regard to adapting the shipping channels to large vessels (e.g. Lower and Outer Elbe river, Lower Weser river, Outer Weser river, also the approaches to Stralsund and the Peenestrom). Today the results of ship handling simulations are of considerable relevance to the decision-making processes involved in the definitive stipulation of [[fairway]] dimensions. Ship handling simulators are deemed to be valuable in rating fairways and are recommended for critical marginal conditions (e.g. minimizing [[fairway]] dimensions (see also PIANC WG II-20, 1992; PIANC WG II-30, 1997), although the limits for this kind of application are still uncertain. The BAW is consulted primarily by the WSV for professional advice when it comes to tender procedures for simulation assignments and for verifying the rating methods. Assessments of the ship handling simulation software currently devised for nautical issues led to the conclusion that the [[Mathematical Methods|mathematical methods]] of the simulation systems (e.g. regarding the squat and [[bank]] effect) relevant to [[fairway]] rating do not satisfy the professional demands made by the WSV. Given the fast increase in the size of ships used for container shipping and the long planning phases necessary for measures to adapt the shipping channels, a professionally confirmed navigability analysis for future large container ships is necessary for example for the estuaries of the rivers Weser and Elbe and also for the Kiel Canal.
-Die Dringlichkeit der Aufgabe wird um so deutlicher, als die wirtschaftliche Ausnutzung der heute vorhandenen oder zukünftig angepassten Infrastruktur der Wasserstraße im Vordergrund stehen wird und damit eine kontinuierliche Weiterentwicklung der modularen Simulationssoftware, auch in Form von Entwicklungs- und Implementierungsarbeiten, erforderlich ist.
+The urgency of the task becomes even clearer when attention focuses on the need to make commercial use of the [[waterway]] infrastructure in its present or future adapted form, so that there is a need for continuous on-going development of the modular simulation software, also in the form of development and implementation work.
-Aufbauend auf einen kommerziellen Simulator, der für die Ausbildung des nautischen Personals auf Seeschiffen konzipiert ist, wird der vorhandene Rechenkern um Methoden zur Berechnung schiffsinduzierter Wellen und zur Vorhersage der Bewegung von Binnenschiffen in extrem flachem Wasser unter Berücksichtigung von Strömungsfeldern erweitert. Nach Abschluss der Entwicklungen werden fahrdynamische Untersuchungen in exponierten Streckenabschnitten durchgeführt, in denen z. B. Strömungsfelder, die quer auf das Schiff wirken, die Fahrt beeinflussen oder der Streckenabschnitt nur in der Manöverfahrt befahren werden kann.
+In Germany, the use of ship handling simulators in the field of inland [[navigation]] began only in 2008. The BAW Karlsruhe procured its own simulator in 2009. Based on this commercial simulator which was developed for training the nautical staff of seagoing vessels the calculation kernel was expanded to include methods to calculate ship-induced waves and predict the movement of inland vessels in extremely [[shallow water]] while taking account of current fields. The [[characteristics]] of the stern and bow rudders were also adapted in order to meet the technological requirements of inland [[navigation]] vessels. Further developments such as an expansion of the collision [[model]] to simulate sliding wharves, squat and [[bank]] effect are being worked on.
-Für die Durchführung der Untersuchungen sind zwei unterschiedliche Vorgehensweisen geplant. Um zu möglichst objektiven Simulationsergebnissen zu gelangen, werden die Simulationsfahrten im Normalfall durch einen Regelkreis gesteuert, der dafür sorgt, dass das Modellschiff einer vorgegebenen Leitlinie folgt. Damit wird gewährleistet, dass die Leistungen und Fähigkeiten des "Schiffsführers" für die gesamten Untersuchungen konstant und die Ergebnisse der einzelnen Simulationsfahrten untereinander vergleichbar sind. Die Befahrbarkeit des Fahrtreviers unter Beachtung der vorgegeben Leitlinie an sich und die Anzahl und Stärke der Schiffsmanöver, die im Verlauf der Simulationsfahrt eingeleitet werden mussten, geben Auskunft darüber, in wieweit Sicherheit und Leichtigkeit für die Befahrbarkeit der Untersuchungsstrecke gegeben sind.
+{| class="wikitable"
+|-
+! style="background-color:#FFFFFF;" | [[File:Methoden_Schiffsführungssimulation.jpg|thumb|450px|left]]   ||   style="background-color:#FFFFFF;" |  [[File:Methoden_Schiffsfuehrungssimulation_Bild2a.jpg|thumb|300px|right]]
+|}
+''Picture 1: [[Ship handling simulator]] at the BAW (right: Karlsruhe; left: Hamburg)''
-Spielen psychologische Aspekte, die den Schiffsführer bei seinen Entscheidungen beeinflussen könnten, innerhalb der Untersuchungen eine Rolle, so besteht die Möglichkeit, das Schiff von einem Schiffsführer nach Sicht durch die Untersuchungsstrecke steuern zu lassen. Zu diesem Zweck steht dem Schiffsführer eine nachgebildete Brücke mit quasi originalen Bedienelementen eines Binnenschiffes zur Verfügung. Die Außensicht wird mit Hilfe von drei Monitoren dargestellt. Um den Simulator hinsichtlich der Wahl des Schiffstyps, der Antriebsart und der Ausrüstung mit Ruderorganen möglichst flexibel zu gestalten, können unterschiedlichste Bedienelemente installiert werden. Die für den Schiffsführer notwendigen Anzeigeinstrumente werden generisch auf Monitoren im Fahrpult dargestellt.
+Working on the basis of a commercial simulator intended for the training of nautical personnel on seagoing ships, the existing calculation kernel is being expanded with the addition of methods for calculating ship-induced waves and for predicting the movement of inland vessels in extremely [[shallow water]] while taking account of current fields. Following the development work, movement dynamic tests will be carried out in exposed sections where e.g. current fields with a transverse impact on the ship affect its movement, or where the section can only be used for manoeuvres.
-* [[Qualitätssicherung für Schiffsführungssimulation in der WSV]]
+Two different methods are planned for the tests. To make the simulation results as objective as possible, the simulation runs are normally steered in a control circle to make sure that the [[model]] ship follows a stipulated line. This warrants that the actions and capabilities of the "master" remain constant throughout all the tests and also ensures that the results of the individual simulation runs will all be comparable. The navigability of the particular area with regard to the defined line in itself and the number and strength of ship's manoeuvres that have to be carried out during the simulation run provide an indication as to how certainty and easiness apply to the navigability of the test section.
-* [[Strömungsdaten für Schiffsführungssimulation in der WSV ]]
+If psychological aspects affecting the master in his decisions play a role during the tests, it is possible for the ship to be steered through the test section by a master in the line of sight. To this end, the master is provided with a reconstructed [[bridge]] equipped with practically original controls of an [[inland vessel]]. Three monitors show the outside view. A wide range of different controls can be installed to make the simulator as flexible as possible in terms of ship type, drive type and ruder equipment. The instruments needed by the master are shown in generic form on monitors in the control panel.
+* [[Quality Assurance for Ship Handling Simulation at the WSV]]
+* [[Tidal Current Data for Ship Handling Simulation at the WSV]]
+* [[Inland Waterway Ship Test Case]]
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Ship Handling Simulation: Difference between revisions

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Latest revision as of 09:12, 21 October 2022