Manoeuvring simulation with a passenger and Ro-Ro ferry in Europoort and in Hull Harbour

Laboratorium voor Scheepsbydromechanica

Archief

M e k e l w e g 2 , 2 6 2 8 C D Delft

Tel • 015 • 7a0873 • Fax; 015 • 7'<- : : :

SL 86020

Report No. 1, p a r t 1 Manoeuvring S i m u l a t i o n w i t h a Passenger and Ro-Ro F e r r y i n

Europoort and i n H u l l Harbour C a r r i e d o u t f o r : N o r t h Sea F e r r i e s OCTOBER 1986 T h i s r e p o r t c o n t a i n s t h e s h i p and harbour d a t a , s t a n d a r d manoeuvres i n deep and s h a l l o w w a t e r s , and t h e r e s u l t s o f t h e s i -mulated h a r b o u r manoeuvres P a r t 1 i n c l u d e s t e x t , s h i p and h a r b o u r d a t a , s t a n d a r d manoeuvres and p h o t o s , w h i l e p a r t 2 and 3 c o n t a i n t h e p l o t s and t a b l e s f o r t h e s i m u l a t e d h a r b o u r ma-n o e u v r e s .

i

-TABLE OF CONTENTS page

1.0 ABSTRACT 1 2.0 INTRODUCTION 2 3.0 SHIP DESCRIPTION 4

3.1 S h i p P a r t i c u l a r s 4

H.0 STANDARD SHIP MANOEUVRES 6

5.0 ENVIRONMENT, HULL HARBOUR 7 5.1 Land, Marks and L e a d i n g L i n e s 7

5.2 Water Depth C o n t o u r s 7

5.3 C u r r e n t 7 5.4 Wind 8 5.5 Fenders 8 6.0 ENVIRONMENT, EUROPORT 9

6.1 Land, Marks and L e a d i n g L i n e s 9

6.2 Water Depth C o n t o u r s 9

6.3 C u r r e n t 9 6.4 Wind 9 6.5 Fenders 10 7.0 USING THE SIMULATOR 11

7.1 Normal S i m u l a t i o n Procedure 11 7.2 D i g i t a l I n p u t E x t e r n a l I n f l u e n c e 11

7.3 E x t e r n a l I n f l u e n c e 11 8.0 RESULTS FROM SIMULATIONS 13

8.1 P l o t s o f S i m u l a t i o n 13 8.2 T a b l e s o f S i m u l a t i o n 13 8.3 L i s t o f S i m u l a t i o n 13

PHOTOGRAPHS

LIST OF FIGURES:

F i g . 1 : H u l l Harbour, D e t a i l o f R i v e r Humber Chart F i g . 2 : H u l l Harbour, E n t r a n c e t o K i n g George Dock F i g . 3 : H u l l Harbour, Fender D e s c r i p t i o n . F i g . 4 : E u r o p o o r t , D e t a i l o f C h a r t No. 132. F i g . 5 : E u r o p o o r t , Fender D e s c r i p t i o n . LIST OF APPENDICES! I S t a n d a r d Ship Manoeuvres, P l o t I I S t a n d a r d Ship Manoeuvres, T a b l e s I I I Environment P l o t s IV S i m u l a t e d Manoeuvres, P l o t s V S i m u l a t e d Manoeuvres, T a b l e s

i i i

-LIST OF REFERENCES

/ I / DMI Report 85078, No. 1:

"Passenger and RO-RO F e r r y . Model T e s t f o r D e t e r m i n i n g H u l l Forces f r o m T h r u s t e r s and P r o p e l l e r s when " C r a b b i n g " " .

Lyngby, A p r i l 1985.

72/ DMI Report 85078, No. 2:

"Wind-Tunnel T e s t s w i t h a Model o f a N o r t h Sea Passenger and RO-RO F e r r y " .

Lyngby, A p r i l 1985.

/3/ DMI Report 85118, No. 1:

"Passenger and RO-RO F e r r y . Model T e s t f o r D e t e r m i n i n g H u l l Forces from Bow T h r u s t e r s and S p e c i a l Rudders when " C r a b b i n g " " .

Lyngby, May 1985.

/4/ DMI Report 85118, No. 2:

" S t e e r i n g and Manoeuvring T e s t s w i t h a Model o f a N o r t h Sea F e r r y i n Loaded C o n d i t i o n , Ahead, A s t e r n and a t D i f f e r e n t Depths".

1.0 ABSTRACT

T h i s r e p o r t d e s c r i b e s a s i m u l a t i o n s t u d y o f a r r i v a l and d e p a r t u r e ma-noeuvres i n two h a r b o u r s : E u r o p o o r t , Rotterdam and i n H u l l Harbour.

The s t u d y was made u s i n g t h e DMI s h i p manoeuvring s i m u l a t o r o p e r a t e d by e x p e r i e n c e d c a p t a i n s f r o m N o r t h Sea F e r r i e s and u s i n g i n f o r m a t i o n o b t a i n e d by model t e s t s i n DMI's P l a n a r M o t i o n Mechanism. These t e s t s a r e d e s c r i b e d i n Ref. / i t / .

D e s c r i p t i o n o f t h e s h i p i s g i v e n below, t o g e t h e r w i t h s t a n d a r d ma-noeuvres c h a r a c t e r i z i n g t h e s h i p ' s manoeuvring q u a l i t i e s i n deep and s h a l l o w w a t e r and i n s t r o n g w i n d s . The i n f l u e n c e o f t h e t h r u s t e r i s a l s o t e s t e d .

The e n v i r o n m e n t a l d e s c r i p t i o n o f E u r o p o o r t and H u l l Harbour i s based on n a u t i c a l c h a r t s and i n f o r m a t i o n o b t a i n e d from h a r b o u r d r a w i n g s and i n f o r m a t i o n f r o m t h e c a p t a i n s .

D e t a i l s o f t h e 142 h a r b o u r manoeuvres a r e g i v e n i n p l o t t e d and t a b u l a -t e d f o r m i n a p p e n d i c e s .

2

-2. INTRODUCTION

A f t e r a m e e t i n g a t DMI i n F e b r u a r y 1985 i t was decided t o make c r a b -b i n g t e s t s w i t h t h e new N o r t h Sea F e r r i s p r o j e c t i n t h e s h a l l o w w a t e r b a s i n o f DMI.

Two s e t s o f c r a b b i n g t e s t s were made: The f i r s t s e t w i t h normal spade r u d d e r s and bow and s t e r n t h r u s t e r s ; t h e second s e t w i t h s p e c i a l r u d -d e r s (Becker o r S c h i l l i n g ) an-d bow t h r u s t e r s o n l y .

I n t h e end, i t was d e c i d e d t o f u r n i s h t h e s h i p w i t h Becker r u d d e r s , and a p l a n a r m o t i o n t e s t was c a r r i e d o u t i n J u l y 1985 t o d e t e r m i n e t h e manoeuvring c h a r a c t e r i s t i c s f o r t h e s h i p , i n deep and s h a l l o w w a t e r , r u n n i n g ahead and a s t e r n .

As r e l i a b l e manoeuvring c o e f f i c i e n t were now a v a i l a b l e , a t r a i n i n g s i m u l a t i o n was o r d e r e d f o r t h e n a v i g a t o r s . The o r d e r was g i v e n i n t h e b e g i n n i n g o f 1986, and t h e s i m u l a t i o n s were begun on t h e 9 t h o f Sep-tember. The f i r s t team o f n a v i g a t o r s c o n s i s t e d o f t h e f o l l o w i n g : Capt. D. Wharton Capt. W.R.S. M i t c h e l l Capt. H.J. R i j n b e r g e n Capt. E.R. V i s s e r . When manoeuvring i n H u l l w i t h b a c k i n g s h i p , a l a c k o f m a n o e u v r a b i l i t y was f o u n d , b u t t h e r e a s o n f o r t h i s d e f i c i e n c y was soon found and c o r -r e c t e d .

3

-The n e x t s i m u l a t i o n s e s s i o n s were s t a r t e d on t h e I 6 t h September, and t h e team o f n a v i g a t o r s c o n s i s t e d o f :

Capt. M. Nauta

Capt. F.J. van d e r Vecht Capt. D.A. E l l e r b y

Capt. P.C. May

T h i s team went t h r o u g h t h e same manoeuvres and a l s o t r i e d b a l a n c i n g t h e s h i p and r u n n i n g s t a n d a r d manoeuvres i n open sea. As t h e s h i p i n t h e s i m u l a t o r was n o t f i t t e d w i t h i n d e p e n d e n t r u d d e r c o n t r o l , t h e y r e q u e s t e d a few s i m u l a t i o n s e s s i o n s w i t h t h e s h i p so e q u i p p e d .

So a t h i r d s e t o f s i m u l a t i o n s were c a r r i e d o u t on December I 6 t h and 1 7 t h . The c a p t a i n s were: Capt. M. Nauta Capt. J . J . W o l t j e s Capt. D. Wharton Capt. D.A. E l l e r b y . The e f f e c t o f t h e s p l i t r u d d e r c o n t r o l was f e l t t o be v e r y p o s i t i v e and improved t h e h a n d l i n g o f t h e s h i p .

4

-3.0 SHIP DESCRIPTION 3.1 Ship P a r t i c u l a r s

The s h i p used i n t h e s i m u l a t i o n had t h e f o l l o w i n g p a r t i c u l a r s : Ship Type and Name N o r t h Sea F e r r y

SL Ship Number 1105 Displacement m3 18635 Length between p e r p e n d i c u l a r s m 169.50 L e n g t h on Water L i n e m 179.00 Beam moulded m 25.08 Draught f o r e / a f t m 6.O8/6.O8 L a t e r a l wind a r e a m2 3947 F r o n t a l wind a r e a m2 674 Block c o e f f i c i e n t 0.720 P r i s m a t i c c o e f f i c i e n t 0.724 Fineness r a t i o 6.452 Length/beam 6.758 Beam/draught 4.125 T r i m p e r c . by t h e s t e r n 0.000 LCB, p e r c . fwd o f a m i d s h i p -2.234 Rad o f Gyr., p e r c . o f Lpp 24 No o f p r o p e l l e r s 2 D i r e c t i o n o f r o t a t i o n i n w a r d s P r o p e l l e r Diameter m 4.760 P i t c h r a t i o a t .7R CP Area r a t i o 0.596 No. o f r u d d e r s 2

Rudder area m^ 2 x I6.8O

100 X r u d d e r ar./Lpp x Mean Draught 3.26 Max. Rudder a n g l e deg i 45.0

No. o f bow t h r u s t e r s 1 Average d i s t . f r o m a m i d s h i p s , f r a c t i o n o f Lpp 0.490

5

-Bow T h r u s t e r C o n s t a n t s

Max T h r u s t Newtons 292600 Lag Time sec. 0 A c c e l e r a t i o n Rate f r a c t . o f f u l l / s e c . 0.15

A u t o p i l o t C o n s t a n t s

Gain, / 4 Rate Damping 70 Max Rudder Angle f o r a u t o p i l o t deg. 35

6

-4 . 0 STANDARD SHIP MANOEUVRES

The manoeuvring q u a l i t i e s o f t h e s h i p have been d e s c r i b e d u s i n g a number o f s t a n d a r d manoeuvres. These manoeuvres were m a i n l y chosen t o i l l u s t r a t e s h i p b e h a v i o u r d u r i n g low-speed m a n o e u v r i n g , s t o p p i n g , and t h e i n f l u e n c e o f wind and t h r u s t e r s . The d i f f e r e n t manoeuvres a r e i d e n t i f i e d by r u n numbers

(see below) and a r e p l o t t e d i n Appendix I . T a b l e s o f t h e manoeuvres a r e g i v e n i n Appendix I I .

These s t a n d a r d manoeuvres were made i n deep w a t e r (D = 1000 m) and i n a

w a t e r d e p t h e q u a l t o 1.2 x T, which g i v e s an u n d e r k e e l c l e a r a n c e o f 205?

d r a u g h t . T h i s v a l u e i s chosen, so as t o g i v e a p o s s i b i l i t y t o compare e f f e c t on s h i p s from d i f f e r e n t s i m u l a t i o n s .

Run No. Water Depth Type o f Manoeuvre I n i t i a l Speed k t s . Mach. Bow S e t t i n g T h r u s t e r P/S S e t t i n g Rudder Angle deg. 101 1000 m 45deg.SB T u r n i n g C i r c l e 18.5 FU.AH/FU.AH 0 -45 102 I I _{35deg.SB T u r n i n g C i r c l e 0} 0 -> FU.AH. I I _-35 103 I t _{Crash Stop f r o m 18.5 k t s .} 18.5 FU.AH ->FU.AS I I ₀

104 n Stop from 18.5 k t s 18.5 FU.AH->HA.AS I I ₀

105 I I _{Stop f r o m 11 k t s} 11.5 HA.AH.->FU.AS I I ₀ 106 I I _{Stop from 4 k t s 4} D.AH->FU.AS I t ₀ 107 I t _{T u r n i n g w i t h Bow T h r u s t e r s} 0 STOP S. F u l l 0 108 I I _{T u r n i n g w i t h P r o p e l l e r} 0 HA.AH/FU.AS I t ₀ 109 I I _{E f f e c t o f 24 k t Wind when} Stopped 0 STOP 0 0 110 I I _{E f f e c t o f 24 k t Wind when} S a i l i n g 18.5 FU.AH/FU.AH 0 0 111 1.2T 35deg.SB T u r n i n g C i r c l e 15.4 I I I I -35 112 I t _{35deg.SB T u r n i n g C i r c l e 0} 0 -> FU.AH I t -35

FU.AH = F u l l Ahead, HA.AH = H a l f Ahead D.AH = Dead Slow Ahead

7

-5.0 ENVIRONMENT. HULL HARBOUR

The s u r r o u n d i n g e n v i r o n m e n t d e s c r i p t i o n i s m a i n l y based on a c h a r t w i t h t h e t i t l e : R i v e r Humber, Spurn t o B a r t o n Haven, c o r r e c t e d t o 10 Dec. 1985. A p o r t i o n o f t h e c h a r t ( e n l a r g e d ) i s g i v e n i n F i g . 1. The soundings and t h e l a n d c o n t o u r s f o r t h e e n t r a n c e t o King George Dock and t h e i n n e r p a r t i s measured f r o m an A s s o c i a t e d B r i t i s h P o r t s d r a w i n g no. 86/CS/581 a p o r t i o n o f which i s g i v e n as F i g . 2. The f e n d e r d e s c r i p t i o n i s measured f r o m d r a w i n g , see F i g . 3.

For c o m p a r i s o n , t h e computer d r a w i n g s a r e a l l g i v e n i n Appendix I I I . 1-4.

5.1 Land, Marks and L e a d i n g L i n e s

The l a n d c o n t o u r s , marks and l e a d i n g l i n e s used d u r i n g t h e s i m u l a t i o n s a r e shown i n F i g u r e s I I I . 1 and I I I . 2 . Please n o t e t h a t t h e o r i g i n o f t h e c o o r d i n a t e system i s p l a c e d a t t h e w e s t - s i d e o f t h e e n t r a n c e t o t h e l o c k . The X - and y-axes a r e s i g n e d w i t h g e o g r a p h i c a l N o r t h and East r e s p e c t i v e l y . A g r i d squares 500 by 500 m has been i n c o r p o r a t e d i n a l l p l o t s and t h e c o o r d i n a t e s o f t h e l o w e r l e f t hand c o r n e r (South-West) a r e g i v e n i n a l l e n v i r o n m e n t p l o t s .

L e a d i n g l i n e s a r e g i v e n as a d o t - d a s h l i n e i n a l l p l o t s .

5.2 Water Depth Contours

The w a t e r d e p t h c o n t o u r s a r e a l s o shown i n F i g s . I I I . 1 and I I I . 2 as d o t t e d l i n e s . The c o n t o u r l i n e s and w a t e r depths a r e chosen so as t o g i v e a s i m p l i f i e d b u t r e a l i s t i c r e p r e s e n t a t i o n o f t h e s i t u a t i o n . I n t h e two f i g u r e s mentioned above, t h e d e p t h s a r e g i v e n as s o u n d i n g s .

The s h i p ' s echo sounder w i l l always g i v e t h e mean d e p t h beneath t h e k e e l d u r i n g t h e s i m u l a t i o n s , b u t t h e s h i p w i l l r e g i s t e r as "grounded", i f j u s t one o r one beam p o i n t a m i d s h i p s e x p e r i e n c e s a w a t e r d e p t h l e s s t h a n t h e s h i p d r a u g h t . A l l soundings a r e i n m e t r e s .

5.3 C u r r e n t

The c u r r e n t v a r i a t i o n i s shown i n F i g u r e I I I . The c u r r e n t f i e l d s nos. a r e d e s c r i b e d by a N o r t h - g o i n g and an E a s t - g o i n g v e c t o r . D u r i n g t h e s i m u l a t i o n these v e c t o r s a r e m u l t i p l i e d w i t h t h e n o m i n a l c u r r e n t v a l u e , p o s i t i v e

8

-v a l u e s g i -v e s a f l o o d - t i d e c u r r e n t , and n e g a t i -v e -v a l u e s g i -v e s an e b b - t i d e c u r r e n t .

5.1 Wind

The wind was c a l c u l a t e d as c o n s t a n t o v e r t h e whole area d u r i n g t h e s i m u l a t i o n .

5.5 Fenders

I n t h e h a r b o u r d e s c r i p t i o n i s i n c l u d e d a d e f i n i t i o n o f f e n d e r s a l o n g t h e l o c k s i d e s and a l s o a l o n g t h e p i e r as shown i n F i g . I I I . 1 , t o g i v e a more n a t u r a l r e p r e s e n t a t i o n o f t h e s h i p ' s b e h a v i o u r i n t h e l o c k and a l o n g t h e p i e r . The f o r c e on t h e f e n d e r c o u l d be read o u t on t h e p a n e l d u r i n g t h e s i m u l a t i o n . Force v a l u e s a r e n o t c o n s i d e r e d t o be e x a c t , b u t g i v e a good i n d i c a t i o n o f t h e magnitude o f f e n d e r f o r c e s .

- g ^

6.0 ENVIRONMENT, EUROPOORT

The e n v i r o n m e n t d e s c r i p t i o n i s m a i n l y based on The N e t h e r l a n d s Government C h a r t s no. 132, c o r r e c t e d up t o June 1975. A p o r t i o n o f t h e c h a r t i s g i v e n i n F i g . 4. The i n n e r h a r b o u r w i t h d e s c r i p t i o n o f t h e b e r t h and f e n d e r arrangement i s measured from a d r a w i n g i n s c a l e 1:1000, a p o r t i o n o f w h i c h i s g i v e n i n F i g . 5.

For c o m p a r i s o n , t h e computer d r a w i n g s a r e a l l g i v e n i n Appendix I I I .

6.1 Land, Marks and L e a d i n g L i n e s

The l a n d c o n t o u r s , marks and l e a d i n g l i n e s a r e shown i n F i g u r e s I I I . 5 and I I I . 6 . Please n o t e t h a t t h e o r i g i n o f t h e c o o r d i n a t e system i s l o c a t e d i n the c e n t r e o f t h e f e n d e r arrangement.

6.2 Water Depth Contours

The v a r i a t i o n i n w a t e r d e p t h i s shown i n F i g u r e s I I I . 5-7.

6.3 C u r r e n t

The c u r r e n t v a r i a t i o n i s shown i n F i g . I I I . 8 f o r t h e f l o o d c o n d i t i o n and i n F i g . I I I . 9 f o r t h e ebb c o n d i t i o n . The c u r r e n t f i e l d s a r e d e s c r i b e d by a N o r t h - g o i n g and an E a s t - g o i n g v e c t o r , and d u r i n g t h e s i m u l a t i o n t h e s e v e c t o r s was m u l t i p l i e d w i t h t h e n o m i n a l c u r r e n t v a l u e .

6.4 Wind

The wind was c a l c u l a t e d as c o n s t a n t o v e r t h e whole a r e a . The wind g i v e n i n the s i m u l a t o r r u n s i s measured 10 metres above water l e v e l . T h i s i s l e s s t h a n t h e wind a t t h e h e i g h t o f t h e s h i p ' s wind i n d i c a t o r s ( a b o u t 35 m e t r e s ) . The r a t i o i n d i f f e r e n t t y p e s o f t e r r a i n i s shown below:

Wind v e l o c i t i e s i n two d i f f e r e n t h e i g h t s o v e r t h e ground ( o r sea) l e v e l a r e r e l a t e d by t h e e q u a t i o n :

v i h-l R = — = ( — • )

where v i and V2 a r e t h e two wind speeds and h i and h2 s-re t h e i r r e s p e c t i v e h e i g h t s over t h e g r o u n d . <JC i s a c o e f f i c i e n t , w h i c h v a r i e s w i t h t h e c o n f i g u r a t i o n o f t h e t e r r a i n . T y p i c a l v a l u e s f o r c?C a r e : Over t h e sea: (X = 0 . 1 0 Open c o n t r y s i d e = 0.16 Towns cx; = 0.28

T h i s g i v e s t h e f o l l o w i n g r a t i o s between wind speeds 35 and 10 m o v e r sea l e v e l :

Over t h e sea R = 1.13 Open C o n t r y s i d e R = 1.22 Towns R = 1.42

For a u n i f o r m wind speed 100 m above sea l e v e l , t h e wind a t 10 m w i l l be t h e f o l l o w i n g f r a c t i o n : Over t h e sea .79 Open c o n t r y s i d e .69 I n s i d e town .52 6.5 Fenders I n t h e h a r b o u r d e s c r i p t i o n i s i n c l u d e d a d e f i n i t i o n o f f e n d e r s a l o n g t h e p i e r as shown i n F i g . I I I . 7 .

11

-7.0 USING THE SIMULATOR

7.1 Normal S i m u l a t i o n Procedure

The s i m u l a t o r i n i t s p r e s e n t c o n f i g u r a t i o n i s u s u a l l y c o n t r o l l e d by a n a v i g a t o r , t h e " c a p t a i n " , s i t t i n g i n f r o n t o f t h r e e d a t a s c r e e n s : t h e " p a n e l " g i v i n g what can be compared t o i n s t r u m e n t r e a d i n g s , t h e " l a r g e s c r e e n " g i v i n g a b i r d s - e y e view o f t h e a r e a w i t h t h e s h i p moving g r a d u a l l y , and t h e " s m a l l s c r e e n " w h i c h g i v e s t h e o u t l i n e o f t h e s h i p once e v e r y 60 seconds. Based on t h e i n f o r m a t i o n t h u s d i s -p l a y e d t h e n a v i g a t o r can a c t i v a t e h i s e n g i n e s , r u d d e r and t h r u s t e r s by means o f t h e a n a l o g c o n t r o l . An SL-employee s e a t e d b e s i d e t h e c a p t a i n feeds i n f o r m a t i o n about wind and c u r r e n t i n t o t h e s i m u l a t o r , s t a r t s and s t o p s t h e s i m u l a t i o n , d e t e r m i n e s s c a l e s f o r t h e d i s p l a y , and p r i n t s o u t r e s u l t s .

When s a i l e d , t h e model w i l l move over t h e s c r e e n s i n n o r m a l t i m e s c a l e , so t h a t reponse t i m e s e t c . w i l l be c o r r e c t . Photographs o f a s i m u l a t i o n i n p r o g r e s s can be seen on page 22 w h i l e p i c t u r e s o f t h e p a n e l and t h e s c r e e n s a r e g i v e n on page 23.

7.2 D i g i t a l I n p u t

Other t y p e s o f s h i p s , e.g. l a r g e t a n k e r s , a r e u s u a l l y manoeuvered by t h e c a p t a i n g i v i n g v e r b a l e n g i n e and r u d d e r o r d e r s . I n t h a t case a n a l o g c o n t r o l s a r e d i s p e n s e d w i t h , and a l l o r d e r s a r e f e d i n t o t h e computer by t h e S L - o p e r a t o r a t t h e k e y b o a r d .

7.3 E x t e r n a l I n f l u e n c e s

The s i m u l a t o r i s a b l e t o s i m u l a t e s e v e r a l k i n d s o f e x t e r n a l i n f l u e n c e . Wind and c u r r e n t can be added, and t h e e f f e c t s on manoeuvring c h a r a c -t e r i s -t i c s coming from w a -t e r d e p -t h and c h a n n e l banks a r e a l s o i n c l u d e d i n t h e e q u a t i o n s .

A f e n d e r module has a l s o been d e v e l o p e d , and i s used d u r i n g t h e s e t e s t s .

12

-Tugs a r e f r e q u e n t l y used. They a r e m a i n l y t r e a t e d as f o r c e v e c t o r s w h i c h can be f a s t e n e d t o t h e s h i p , and w h i c h can be a c t i v a t e d and moved by t h e S L - o p e r a t o r . Tugs a r e n o t used i n t h i s s i m u l a t i o n .

Hawsers, a n c h o r s and waves have been i n t r o d u c e d , b u t o n l y a hawser was used i n E u r o p o o r t .

13

-8.0 RESULTS FROM SIMULATION

8.1 P l o t s o f S i m u l a t i o n s

The s i m u l a t e d r u n s a r e p l o t t e d i n Appendix I V . Each p l o t i n c l u d e s t h e s t a n d a r d 500 by 500 m g r i d , l a n d c o n t o u r s , marks and l e a d i n g l i n e s . I n some cases t h e c o o r d i n a t e s o f t h e l o w e r l e f t c o r n e r a r e a l s o w r i t -t e n on -t h e s h e e -t . A s m a l l d r a w i n g i n d i c a -t e s -t h e p o i n -t s o f -t h e compass.

The s h i p o r i g i n ( a m i d s h i p s p o i n t ) was p l o t t e d e v e r y 2 seconds, and t h e s h i p o u t l i n e was drawn once e v e r y 60 seconds.

At t h e head o f each p l o t page, t h e wind and c u r r e n t d a t a a r e g i v e n . A handdrawn wind a r r o w showing t h e d i r e c t i o n o f w i n d i s i n c l u d e d .

I f t h e manoeuvre i s a d e p a r t u r e i t w i l l be s t a t e d a t t h e p l o t , o t h e r w i s e t h e manoeuvre i s an a r r i v a l manoeuvre. 8.2 T a b l e s o f S i m u l a t i o n The t a b u l a t e d r e s u l t s o f t h e s i m u l a t o r r u n s a r e g i v e n i n Appendix V. Each l i n e i n t h e t a b l e i n c l u d e s t h e f o l l o w i n g : Time i n seconds s i n c e t h e s t a r t o f t h e r u n . X - c o o r d i n a t e , d i s t a n c e i n m e t e r s N o r t h o f t h e o r i g i n Y - c o o r d i n a t e , d i s t a n c e i n m e t e r s East o f t h e o r i g i n . Heading o f s h i p r e l a t i v e t o t r u e N o r t h .

U, L o n g i t u d i n a l speed i n m e t e r s p e r second, p o s i t i v e ahead. V, t r a n s v e r s e speed i n m e t r e s p e r second, p o s i t i v e t o s t a r b o a r d R, t u r n i n g speed i n degrees p e r second, p o s i t i v e t o s t a r b o a r d

Rudder a n g l e i n d e g r e e s , p o r t and s t a r b o a r d s i d e , p o s i t i v e t o p o r t .

M a c h i n e r y f r a c t i o n , f o r p o r t and s t a r b o a r d machine, p o s i t i v e ahead.

B o w - t h r u s t e r f r a c t i o n , p o s i t i v e means t h r u s t t o s t a r b o a r d .

The above d a t a were p r i n t e d o u t f o r e v e r y 10 seconds d u r i n g a l l t h e s i m u l a t i o n r u n s .

8.3 L i s t o f S i m u l a t i o n s

A summary o f a l l t h e s i m u l a t e d manoeuvres i s g i v e n i n t h e f o l l o w i n g t a b l e s .

Run S h i p Harbour A r r . o r Wind C u r r e n t Day Time Remarks No. Dep. ra/s deg. m/s Flood/Ebb o f s t a r t

1 1105 E u r o p o o r t A r r . 0 - 0 - ₈₆₀₉₀₉ 0930 2 I I 11 I t I t _- 11 _- 11 ₁₁₀₂ 3 •1 I I I t I t _- I t _- n ₁₁₄₈ 4 11 11 I t 11 - I I _- 11 ₁₃₃₄ 5 n _n I t _{8 270} I I - It ₁₄₁₇ 6 I t 11 I t 11 _- 11 _- 11 1455 7 t« I I I t 11 _- I I _- I t ₁₅₃₀ 8 It 11 I I _{10 -} I I _- It ₁₆₀₀ 9 I I t l _{12 -} I I _- It 1629 10 1105 E u r o p o o r t Dep. 12 300 0 _ _{860910 0930 C r a b b i n g n o t p o s s i b l e} 11 11 I I I I 11 I I I I _- I I ₀₉₄₅ I I _ I I 12 I I I t u I I I I _- 1! ₀₉₅₈ I t _ I I 13 11 11 I t ₁₀ I I I t _- tt _{1012 OK} 14 I t I I I I _{8 270} I t - 11 ₁₀₂₂

Normal d e p a r t u r e and t e s t manoeuvres

15 t l I t I t _{12 300} 11 _- t ! ₁₂₂₈ 16 I I _{H u l l A r r . 0 - 0 -} 11 ₁₃₅₈ 17 11 I t I I 11 -0.5 F l o o d I I 1525 Wrong c u r r e n t f i e l d o u t s i d e 18 11 11 I I 11 _- 11 I I 11 _{1606 Grounded} 19 I I I I I I I I _- I I 11 11 _{1625 Grounded i n t h e same p l a c e} 20 1105 H u l l A r r . 0 0.5 F l o o d 860910 1636 Grounded b u t c o n t i n u e d 21 11 It I I 11 _- I t I I 860911 0930 Grounded 22 11 I t n I I - I t I I I t 0947 OK 23 n I I _Dep. 11

-

I t r. 11 1035 24 I I I t _{A r r . 8 135} t l I I 11 1113 OK 25 I I I t I I _{0 -} I t I I f t ₁₂₁₀ 26 11 I t I I I I _- I I I t H _{1225 B a c k i n g t h r o u g h t h e l o c k} 27 I I I I •1 _{0/8 -/180} I I 11 It 1337 Wind o n l y i n t h e i n n e r b a s s i n 28 11 I t I t ₀

-

0.25 Ebb I I ₁₄₄₇ 29 ot t l 1- _{0/8 -/180} I t I! I I 1507 Wind o n l y i n t h e i n n e r b a s s i n , g r o u n d e d

Run S h i p Harbour A r r . o r Wind C u r r e n t Day

No. Dep. m/s deg. m/s Flood/Ebb

30 1105 H u l l A r r . 8 180 0.25 Ebb 860911 31 t l I I I I I I I I I I I I I t 32 I t I I I t I t I I I I I I 11 33 rt I I I t ei 11 I I 11 t l 34 I t I I t l ₁₀ 11 I t I I I t 35 I t I I I t _{8 0} 0.5 F l o o d 860912 36 11 I I _Dep. I t 135 I I I t I t 37 It I I _{A r r .} I I ₂₀ I t I I I I 38 I I I I I t I I ₂₂₅ I t I t I I 39 I I _{E u r o p o o r t} I t _{0/8 -/270 0 -} t l 40 1105 H u l l A r r . 8 180 0 860912 41 I I t l I I ₁₂ I I I I - t l 42 11 I t _Dep. I I n I I _- I t 43 n I t I I ₁₀ 11 0.5 F l o o d I t 100 1105 H u l l Dep. 0 0 _ ₈₆₀₉₁₆ 101 I I I t I t I I _- I I — I I 102 » i I t I I _{12/22 225} I t — I t 103 I I I t I t _{0 -} 11 _- I t 104 I I _{E u r o p o o r t A r r .} I I _- I t _- I I 105 t l t l I I tt _- 11 _- I t 106 11 I t I I _{10 270} I I _- I t 107 I I 11 I I I I I I I I _- I t 108 11 11 I I I I 11 I I _ I I 109 I I I t I t ₁₂ 11 11 - I t Time Remarks o f s t a r t 1618 Grounded 1627 OK 1640 grounded 1652 OK 1709 grounded 0840 Too h i g h d r i f t a t l a s t 0934 OK 1011 S t e r n f i r s t t h r o u g h t h e l o c k 1031 D i f f i c u l t 1058 D i f f e r e n t t e s t manoeuvres 1120 OK 1134 Grounded 1145 Grounded 1212 OK 0925 T e s t manoeuvre 0957 W i l l i a m s o n s t u r n 1007 S t e e r i n g i n d i f . w i n d s , no p r i n t 1018 Sideway movement 1053 1140 1216 Grounded 1312 Too h i g h speed 1342 OK 1413 OK

Run Ship Harbour A r r . o r Wind C u r r e n t Day Time Remarks

No. Dep. m/s deg. m/s Flood/Ebb o f s t a r t

110 1105 E u r o p o o r t A r r 10 135 0 860916 1440 D i f f i c u l t

111 I I I I I I 11 I I I I _- I I _{1540 Grounded}

112 I I I I I I ₁₁ 11 11 _- IS _{1628 J u s t a t t h e l i m i t}

113 11 I I I I 11 11 I I _{- 860917 0900 Ok w i t h more speed}

11U I I I I _Dep. 11 ₂₇₀ 11 _- I I _{0956 Ok, u s i n g hawser}

115 I I 11 11 I I 11 11 _- 11

1033 OK, changed hawser p o i n t on due d ' a l b e

116 No manoeuvre. 117 I I I I 11 ₁₄ 11 I I _- 11 _{1058 Ok, w i t h s t e r n f i r s t} 118 I I _{H u l l A r r 6 225 0.5 F l o o d} I t _{1154 Grounded} 119 11 11 11 I I 11 I I 11 I I _{1210 Grounded o u t s i d e b u t p r o c e e d i n g , OK} 120 1105 H u l l A r r 6 225 0 _ 860917 1405 Grounded on t h e bank, a l m o s t OK 121 I I I I I I _{8 180 0.5 F l o o d} I I _{1458 Grounded, s w i n g s t a r t e d t o l a t e} 122 11 I I 11 I I 11 I I I I I I _{1512 OK} 123 11 I I I I ₁₀ I I I I I I I I _{1556 OK} 124 11 1! I I 11 I I 11 11 I I _{1616 OK} 125 I I I I I I I I I I I I I I I I _{1635 Slower speed o u t s i d e , b e t t e r s w i n g} 126 11 _{- - 0 - 0 - 860918 0900 T e s t manoeuvres} 127 I I _{- -} I I _- I I _- I! ₀₉₀₈ I I I I 128 I I _{- -} 11 _- 11 - I t 0917 I I I I 129 I I -- 11 - 11 - 11 0923 I I I I 130 1105 H u l l A r r 10 180 0.5 F l o o d 860918 0938 OK 131 11 I I I I ₁₁ 225 11 I I 11 _{1002 Wrong b e r t h , c i t h e r w i s e OK} 132 11 I I 11 ₁₆ 11 11 I I 11 _{1040 Too h i g h w i n d speed} 133 11 11 11 I I t l I I I I I I ₁₁₂₅ I I I I I I I I 134 11 11 I I ₁₄ I I 11 11 11 _{1135 Grounded} 135 I I I I I I 11 11 I I 11 11 _{1146 Very r i s k y , j u s t a t t h e l i m i t} 136 11 11 I I _{11 180} 11 I I I t _{1157 Grounded} 137 I I 11 I I I I I I 11 11 11 1205 OK 138 11 11 _Dep. 11 11 I I 11 71 1223 OK 139 n I I 11 ₁₄ 11 I I I I I t _{1345 Grounded}

Run No. S h i p Harbour A r r . o r Dep. m/s Wind deg. m/s C u r r e n t Flood/Ebb Day Time o f s t a r t Remarks

140 1105 H u l l Dep. 14 180 0.5 F l o o d 860918 1405 Grounded, t o o much d r i f t

141 I I I I I I I I 11 I I I t I I 1417 Grounded 142 11 u 11 11 225 I I I t I I _{1436 S t a r t i n g i n t h e l o c k , OK} 143 •1 11 11 I I 315 I I _Ebb I I ₁₄₅₄ I t I I I I I I I I 144 11 11 _{A r r 6} I t I I I t it _{1508 OK} 145 I I 11 I I 11 11 _{0 -} 11 ₁₅₃₀ S t a r t i n g i n t h e l o c k , s t e r n f i r s t . OK 146 11 11 I I _{8 0} 11 _- 11 ₁₆₀₂ I I I I I I I I I I 11 _OK 147 11 I I I I 11 45 I I _- I I _{1629 OK} 148 I I 11 I I ₁₀ 135 I I -860919 0858 Grounded, t o o h i g h speed 149 I t 1! 11 11 11 I I _- I I 0905 OK 150 1105 H u l l A r r 10 135 0 860919 0920 Grounded 151 !1 I I 11 I t 11 11 _- I t 0931 OK 152 11 I I 11 11 I I I I _- I t 0949 OK 153 11 I I 11 I I ₉₀ I I _- 11 1009 OK 154 11 11 I I _{11 225} I I

-

I t 1033 T r e a t i n g i t as a s i n g l e screw s h i p 155 I I I I 11 It I I I I _- 11 _{1054 G r o u n d i n g} 1 156 It _{E u r o p o o r t Dep. 14 270} I I _- I f 1115 S t e r n f i r s t , OK 157 11 I t 11 ₁₆ I I I I 11 1305 S t e r n f i r s t , OK VBJ/sj-T2543

Run S h i p Harbour A r r . o r Wind C u r r e n t Day Time Remarks No. Dep. m/s deg. m/s Flood/Ebb o f s t a r t

200 1105 E u r o p o o r t A r r . 0 - 0 - 861216 0925

201 I I I I _{Dep. 8 225} I t _- I t ₁₀₃₀

202 I I I t _{A r r . 12/10}

135 I t _- I t _{1056 Wind f o r c e decreased}

203 I I I t _{Dep. 14 . 270} I I _- I I _{1136 OK, when g o i n g a s t e r n}

204 I I I t _{A r r . 16} I t _{1.0 F l o o d} I I 1159 OK 205 I I I t I t ₁₂ I I I I I t t l 1219 206 I I I t _Dep. I I I t t l I I I t ₁₂₄₀ 207 t i _{H u l l A r r .} I t ₁₈₀ 0.5 I t I I _{1352 Grounded} 208 I I I I I t I t I t I t I t 11 ₁₄₀₇ 209 I I I t I t I t 11 11 I I I t ₁₄₂₀ 210 1105 H u l l A r r . 12 180 0.5 F l o o d 861216 1444 Grounded 211 I I I t I t I t I t I I I I 11 ₁₄₅₆ U s i n g b o t h e n g i n e s and ru< 212 I t I t I t I t I t I I I t I t 1519 OK 213 I I I t I I ₁₈ I I I I I t I t _{1543 Grounded, B e a u f o r t 8} 214 I I I t I I I t I t I I I t I I _{1558 OK} 215 I I I I I t _{10 0} I I _Ebb I t 1615 216 I t I t I t I t I t I t I t 11 ₁₆₄₄ 217 I I I t I t _{12 180- 0} I t 861217 0850 Grounded 218 I t I t I I I t I t I t I t I I _{0902 OK} 219 I t I I I t ₈ I t I I I t I I ₀₉₂₀ 220 1105 H u l l A r r . 12 225 0 Ebb 861217 0932 221 I t I t I I I t 135 I I I t I I _{0944 S p l i t r u d d e r s v e r y u s e f u l} 222 I I I t _Dep. I I I t I I I I I I ₁₀₀₀ 223 I t I t I t I t tt It I t 11 _{1025 Not as e x p e c t e d} 224 I t I t I t I I t l tt I t I t ₁₀₄₆ 225 I t I I I I I t I I It I t 11 _{1114 B e t t e r , b u t slow} 226 I t I t I t ₁₆ 135 0.5 F l o o d I I _{1150 Dep. f r o m l o c k} 227 I I I t _{A r r . 12} I t ₀ I t I t _{1205 Grounded} 228 I t I t I t I I I t I I tt I I 1215 Too h i g h speed a s t e r n 229 I t I I I I I I I t I I I t I I ₁₂₂₁

Run S h i p Harbour A r r . o r Wind _{C u r r e n t}

No. Dep. m/s deg. m/s Flood/Ebb

230 1105 H u l l A r r . 12 135 0 231 I'l

"

I I I I I I 232 I I 11 ₁₀ 0 I I 233 I I 11 11 ₁₂ f t I I 234 I I

_"

11 I f i t I I 235 I t t t 11 ₀ 0 236 11 11 11 11 IS 237 t t .1 _{I I 11} t i 238 I I 1. I I 11 I I 239 11

"

.1 I t - t l -240 1105 0 0 241 t« _{- -} 11 __ 11 Day 861217 I I I I i t I I I I I I Jt I I I t 861217 I t Time Remarks o f s t a r t 1237 1337 OK 1352 1412 Grounded 1427 Grounded 1500 T e s t manoeuvres 1510 T e s t manoeuvres 1518 T e s t manoeuvres 1525 T e s t manoeuvres 1532 T e s t manoeuvres 1542 T e s t manoeuvres 1545 T e s t manoeuvres

20

-9.0 CONCLUSION

The s i m u l a t i o n s showed t h a t t h e s h i p was manageable i n s p i t e o f i t s g r e a t s i z e . Use o f b o t h r u d d e r s and e n g i n e s t o g e t h e r w i t h l a r g e r u d d e r a n g l e s g e n e r a l l y gave b e t t e r r e s u l t s t h a n g o i n g d i f f e r e n t i a l w i t h t h e p r o p e l l e r s , when s a i l i n g ahead.

The l i m i t s f o r manoeuvres w i t h o u t t u g s were a p p r o x i m a t e l y t h e same as p r e d i c t e d from t h e c r a b b i n g t e s t s . Bow t h r u s t e r s were g e n e r a l l y s u f f i c i e n t f o r manoeuvring t h e s h i p when g o i n g a s t e r n , b u t i n s t r o n g wind i t was e v i d e n t , t h a t t h e s t e r n h e l d b e t t e r .

I n t r o d u c t i o n o f s p l i t r u d d e r c o n t r o l was f e l t by t h e c a p t a i n s t o be a g r e a t improvement, e n a b l i n g them t o manoeuvre i n s t r o n g e r w i n d s , by 1¬ 2 m/s. T h i s improvement was n o t t o be p r e d i c t e d from t h e c r a b b i n g t e s t , b u t was u n m i s t a k e a b l e .

Lyngby, t h e 22nd December, 1986 DANISH MARITIME INSTITUTE

Ole T e r s l 0 v

S e c t i o n Head, Manoeuvring

21

23

--EHO ifTOT STOP 1

SHIP HO 1195 SHIP COHTROL HflHUAL SIHULflTIOH TERniHftTED "^0/11 P 27.6 I HORTH SEfl FERRY

•:KH 4 . 1 I F U a ^ U H , L •.m 1.98 1 P R O P . ^RPH TH 1574 I PITCHr^P'D « 88 3 2 3 5 I REL,UIHO.^a/S UJ Y, 169.5H I REL.DIR.. , „ „ ^ 3 4 8 8 I um HS 9.8 TP 9.9 TO 9 111/ 114 I P O S I T I O N . X 8 1826 8.76/ 8.76 1 - ^ ê - - 198 BOH THRUSTER

SHORT 1288 4888 I SPEED UP FACTOR LX S/P -1999 -599 I LAG. S LY S/P -3999 -2599 1 NOH CURRENT.^H/S SHIP STATUS 1195^ 4 I I HO...^T NO...^T I I 9 4 9 1 2 9 5 9 1 3 9 6 9 I HAHSER..^ T I 8 I PILOT^ OFF ' r r r ü R i T E TO RUN NO

8 I READ FROH RUN NO 9.9 I UAR 9 1 7 2

I RT TIltE.^HHS

The " P a n e l " s c r e e n .

THORNGUMBALD LIGHTS High Light Oc 2s 13m 9M

D a n i s h Maritime Institute S k i b s t e k n i s k L a b o r a t o r i u m

Scale: Drawn: J 6 / 2 3 i 5 Date: Scale:

C h e c k : Dep.: Mod. Date:

No. 1 Q u a y

l^\ik/p>Jk h Ih. IL Ik Ih (^ThU, Ik Ik ll i/lh Ityik

l ( j { ( l f l f l i ^ y l k _ b f l f l i ^ i li 4, fl ^ ^ / u / , A ( V \ k k Ih Ik wiidWiDj / / ^ S ^ ^ 9 ' C C A F T N o . 3 Q u a y Sc f. IL P a s s e n g e r T e r m i n a l ( f o o t ) L a m p P o s t s in L i n e lid l i é N o . 5 Q u a y S U I ••iColOi tlh. ^ & fl. ' I— n M J M i d d l e G a t e s

)

)

• ^ O u t e r G a t e Nortin Q u a y 'SihA/St ll. /Si li 1* J^/PS, 5 « / / > / P / 4 ^ l < * ' / 1 2 L a m p P o s t s ï n L t ' ' , ƒ G a u g e f o r D o c k ^ S o u n d i n g s _/ 3 m 6 - 2 m b e l o w , ; M.H F l o o d l i g h t T o w e r N o . 1 0 Q u a y 1 5 I G a u g e f o r E n t r a n c e ^ S o u n d i n g s N o . 9 Q u a y . ^ 7 1 7 / _{1 6} D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m Drawn: VB^ | D a t e : . 8 b / 2 3 a C h e c k ; Dep.; Mod. Date: 86oZO Drwg.

?; \ % ^ 2t ; 7^ -J 7i 7/ /

'

h % % i ' • h k h t li / ? o /o _{, 1} ?o So % i ' • ' ? f • - - - ?». ?. _{% k ? i u} n ll J Si % f f It. u

©

f4- 1

/ % % & /& li - - - - ^ 5 - u Sc yo U & ?ï

r ll & n

? 1 ?f {a ?•/ ? i

%

J s ^ u S i 7l

~~~*\ s. k fl. S i ' Si" " • ( ? * • • % -

-ié (% Si.

ié (% 7 ^ Si. fc. f t Js f * f t li 7? Ti \?. io & _{%. %}

So S i ^ r 7t ^ _{S> So} ?+ _{r^ 7u} 7t \__3o Jo) .'0 % ) ' • • • 7+ 7 i Ï 3 - ll. io 7(, 7 4 . . 7s 7? . Sa ^ 6 7a - Il ._76|._ 7: r • • X 7s • • - 7 f 7i-- 7+ • \ f o — f— % 3 ^ Co i'l SS ^ J T ^ i i K I N G G E O R G E D a n i s h Maritime Institute S k i b s t e k n i s k - L a b o r a t o r i u m Scale: D r a w n : VSO D a t e : Sé>/Z30

x l

D a n i s h Maritime Institute S k i b s t e k n i s k - L a b o r a t o r i u m Scale: C h e c k : Dep.; D a n i s h Maritime Institute S k i b s t e k n i s k - L a b o r a t o r i u m Scale: Mod. D a t e : Scale: 8óc>Zc> f;s. 3

1

_ r - i _ _ D a n i s h Maritime Institute S k i b s t e k n i s k - L a b o r a t o r i u m

Scale: Drawn: VBiP D a t e : S6/2-3a

_ r - i _ _ D a n i s h Maritime Institute S k i b s t e k n i s k - L a b o r a t o r i u m Scale: C h e c k : Dep.; D a n i s h Maritime Institute S k i b s t e k n i s k - L a b o r a t o r i u m Scale:

Mod. Date: SóoZO

Scale:

§|gv;ï::,;

:Xj0;m

T O W N S E N D - ' •• - T ^ - . T H O R E S S E N ^ ' j V ^ ^ . d,epgang 6.23' n, ' . ^ / _^>J I l i l l l l

S U R E

-100,-m 3 5 , rn SITUATIE ;i:'1000' i 5 . - m I l i l l l l K ^ w M D a n i s h Maritime Institute c r z ) —1 S k i b s t e k n i s k . L a b o r a t o r i u m Scale: D r a w n : D a t e : SSIZ-SO K ^ w M D a n i s h Maritime Institute c r z ) —1 S k i b s t e k n i s k . L a b o r a t o r i u m C h e c k : Dep.; K ^ w M D a n i s h Maritime Institute c r z ) —1 S k i b s t e k n i s k . L a b o r a t o r i u m Mod. D a t e : 86oZo D r w g , N o :

APPENDIX I

D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m S c a l e : D r a w n : K/S"^ D a t e : ffé, /JO& D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m S c a l e : C h e c k : Dep.: D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m S c a l e : M o d . D a t e ; S c a l e : T.d

APPENDIX I I

DANISH MARITIME INSTITUTE SHIP MANOEUVRE SIMULATION SEA-BANKS

ACCOI INT NUMf 5, P P » _{8 6 Li 2 U} 1^ _{NUME'ER : 01}

ATE:

SHIP NUMBER ; _{1 1 05 N ORTH SEA FERRY,} C _>1 y

IME : •"•3

r i h E XQ YO P 9 I J y R RUDDER c _{MACHINERY THRU STE}

SEC M M DEG M rl / S DEG/S p DEG S P FRAC FR f-i u

Q 0 0 p Q _{t D} r _{0 . 00 0.000 0 . 0 0 . 0 10 . 00 1 0 . 00 Ü .00} 20 •1 39 c 1 6 s -1 . 2 8 K 21 4 - 4 5 . 0 - 4 5 . 0 10 . 00 1 0 . on 0 . no 40 333 / -t O 4 2 a . O t -1 .31 1 . 29 4-45 . 0 -45 . 0 10 .00 '; Ü . 00 0 , QQ 6 0 426 1 1 5 66 c -1 1.191-45 = 0 -45 . 0 •1 0 . DO 1 0 . 00 0 , 00 80 481 200 88 4 f _{-1 . 61 1.104-45 . 0 -45 . 0 10 . 00} 1 0 . 00 0 .00 100 499 1 1 0 / -1 = 4 6 1.046-45 . 0 - 4 5 . 0 1 0 . 00 ₁ n . 00 _{0 , 0 0} 1 20 489 3S7 1 30 3 . 3 -1 . 37 0 , 982-45 0 -45 . 0 10 . 00 1 0 . 00 0 . 00 1 40 460 41 7 1 49 2 Q 7 -1 . 26 0.929-45 , 0 -45 = n 1 0 . DO 1 0 . 00 0 . DO 160 41 7 4 61 1 67 ••- 7 . 22 0.890-48 . 0 -45 . 0 10 . 00 10 .00 0 .00 1 30 36 7 468 1 85 5 - 1 _{. 1 7 0 . 6 6 6 ~ 4 5 . Ü -45 . 0 1 0 . 00 1 0 = 00 D 0 0} 2 0 0 313 493 202 . 4 -1 , 1 3 0,843-45 . 0 -45 . 0 10 . 00 1 0 .00 0 . 00 220 261 494 219 3' -1 . 1 0 0.629-45 . 0 -45 . 0 10 . 00 ID . 00 0 QO 240 2 1 4 •t 7 5 235 .\ - 1 . 06 0.818-45 , 0 -45 . n 10 . DO 1 n . 00 0 . 00 260 •i ~7C 1 ( _*' 4 44 251 2 -1 . 0 6 0 . S 0 7 - 4 5 , 0 -45 . 0 10 . 00 ID OD 0 .00 260 1 4 6 40b 267 J. A -1 . 04 0 . 794-45 .0 -45 . 0 10 .00 10 .00 0 .00 300 130 360 233 2 . 1 - 1 • 03 n . 7 6 4 - 4 5 .0 -45 . 0 10 . 00 1 0 00 D. .00 320 1 26 3 1 3 2 9 9 y ₁ -•\ _{.01 0.776-45 . 0 -45 . 0 10 .00 1 0 .00 0 .00} 340 1 3 5 '? 6 8 31 4 2 . •1 -1 . DO 0 . 767-45 . 0 -45 . 0 10 00 1 0 00 0 00 3 S- 0 •1 S 5 227 329 2 . 1 -0 . 9 9 0.760-45 . 0 - h 5 .0 10 . 00 1 D . 00 _{0 .00} 330 1 8f 1 9 3 3 4 5 2 _ _{D -0 . ^-6 0.7 5 5-45 0 -} •_{+ 5 0 10 00 1 0 00 0 00} 400 1 6 S 3 6 0 2 . Q -0 0.748-45 . 0 ™ ^ . 0 1 0 . 00 10 OD 0 _.00 4 1 /- vs 1 •1 8 7 1 n 0 -0 97 0 = 745-45 0 - L 17, _{D 1 0 00 1 0 . 00 0 00}

D A WIS H M A RITIM E IN S T l T U T E S HIP M A N n EUVRE 3]M U L A TIO N SEA-RANKS

ACCOUNT NUMBER : 6 6 0 2 0 RUM NUMBER s 103 DATE; 860914

S H I P NUMBER ; 1 1 0 8 NORTH SEA FERRY. 169.5M TIME: 235018

TIME XU YO PSl U V R RUDDERS MACHINERY THRUSTER

S^C M M DEG M/S M/S DEG/S P DEG S P FRAC S FRAC

0 0 1 0 0 0 0 , 5 0. 00 0 . ODO 0 , , 0 D. 0 10 = 00 10 , 00 0 . Q 0 20 190 1000 0 • j> 0 , , 00 0 . 000 0 .0 0 .0-10, .00 -10 .00 0 . 00 40 3 2 6 ' 000 0 c Q 1 O 0. 0 0 D . ODD 0 . 0 D . 0-1 0 . 00 -1 0 . _{. DO 0 = on} 6 0 425 1 000 0 . _{n , 0 0 0 . QOO 0 , , 0 0 , ,0-10. 00 - 1 0 . 00 0 . 00} 8 0 502 1 ono 0 3, , 5 0. 0 0 0. , 000 0. 0 0 . 0-1 0 . 00 - I D . 00 0 , 00 1 00 564 1 000 0 2 .9 0. 00 0 . 000 0 : , 0 0 , ,0-10. 00 -1 0 . 00 0 .00 120 61 8 lOiJO 0 i' . , 3 0. 00 0 . 000 0. 0 0 . 0-10. 00 -10, on 0, , on 1 40 656 1 000 0 1 . 8 0. 00 0 . 000 n , n 0 , ,0-10 . 00 -10 .00 0 . 00 160 6 fi 7 1 ono 0 1. 4 0 . DO 0 .. 000 0. 0 0. 0-1 0 . 00 -10, 00 0 , . 00 1 80 200 71 n 1 OGO 0 0 ,9 n , 00 Q, . QOO 0 . n 0 . 0-1 0 . 00 -10 , 00 . 0 , .00 1 80 200 _{724 1 000 0 0 . 5 0 . DO 0 . ODD n , 0 0 , 0-1 0 .} DO -10. 00 0 . DO 220 7 2 9 1 000 0 0 , , 1 0 . 00 u. , 000 u. 0 0 . 0-10 . 00 ~1Q . . 00 D . 00 225 729 1000 360 -0 . 0 D. 00 -0 . DOO 0 . 0 0 . 0-10. 00 -10, 00 0, 0 0

DANISH MARITIME INSTITUTE SHIP MANOEUVRE SIMUl AT ION SEA-BANKS

ACCOUNT NUMBER ' 0 6 0 ? j RUN NUMBER : 105 DATE: 860914

SHIP NUMBER E 1105 NORTH SEA FERRY. 169.5M TIME: 2 3 5 3 0 0

TIME XO YO PSl U V R RUDDERS MACHINERY THRUSTER SEC M M DEG M/S M/S DEG/S P DEG S P FRAC S FRAC

0 0 15 00 0 5 •7 _{0 . , !J 0 0 = 000 0 . n 0 , 0 4} . DO 4 = 00 n , 00 20 1 1 6 1 5 00 0 5 . 1 0 .00 0 .000 0 . 0 0 . 0-•10 . 00 -10 . 00 Q . 00 40 200 1500 0 3 , 6 0 , . 00 0 . 000 0 . 0 0 , 0-1 0 . 00 -10 . DO 0 , DO 60 2 6 i'. 1 5 00 0 j - _ 7 0 .00 0 .000 0 . 0 'J . 0-• 1 0 . 00 -10 . 00 Q . 00 80 31 1 15 00 0 2 > 2 0 , , 00 0 . 000 n .. 0 0, . 0-1 0 .00 -10 . 00 0, . 00 100 35 0 1 500 0 1 . 7 0. , 00 u . 000 0 . 0 0 it L.' ~ 10 . 00 -10 .00 0 ,00 1 20 3 8 0 15 00 0 1 . 3 0 , 00 0 . 000 0 . 0 0 . 0- 10 . 00 -1 0 . 00 0 . OD 1 4 0 400 1 5 00 0 0 .9 p , 00 Q . 000 0 . 0 0 , 0-10 . 00 -10 . DO n . 00 1 60 41 3 1 5 00 0 0 . 4 0 . 00 0 . 000 0 . 0 0. 0- 10 . 00 -10 . 00 0. 00 1 30 41 6 1 500 360 -0 .0 0 , .00 -0 . 000 0 = 0 _Q , 0-10 .00 -10 . 00 Ü . . 00 1 8 1 416 1 500 360 -0 . 0 0 . 00 -0 . 000 n . 0 0 . 0- 1 0 .00 -10. , 00 0, 00

D A N I S H N A R I T I M F INSTITUTE S H I P NANOEUVRE SIMULATION SEA-BANKS

ACCOUNT NUMBER : 86020 RUN NUMBER ; 107 DATE- 860914

SHIP NUMBER ; 11 OS NORTH SEA FERRY. 169.5M TIME: 2 3 5 7 0 2 TIME XO YO P S l U V R RUDDERS MACHINERY THRUSTER

SEC M M DEG M/B M/ DEC j/S p DEG q P FRA c FRAC

D 1000 1 000 0 0 . 0 0 . no 0 = 000 0 . 0 D . 0 D . 00 0 , 00 0.00 20 1 000 1 001 if _{-0 . 0 0 . 1 3 0. 385 0 . 0 0 . 0 0 .00 0 .00 1 . DO} 40 999 1 005 13 0 . 0 0 . 26 0 . 5 91 0 . 0 0 . 0 0 . 00 0 . 00 1 .00 60 99 8 101 1 25 0 . 1 0 . 1 c ^ 0 . 61 3 0 . 0 0 . 0 r-, IJ .00 0 .00 1 .00 80 9 9 6 1 01 9 3 P 0 . 2 0. 41 0 , 5 8 1 0 . 0 0 . fJ 0 . 00 0 . 00 1 .00 1 00 99 4 t 029 49 0 . 3 0 . 45 0. 5 36 0 . 0 0 .0 0 .00 0 . 00 1 .00 120 1 039 5 9 0 . 4 0 . 4 7 0 . 5 00 n . 0 (J . 0 0 . 00 0 . 00 1 . 00 1 40 985 1 050 69 0 . 4 u . 48 0 . 472 0 . n 0 . 0 0 . 00 0 .00 1 . 00 1 60 978 1 063 "7 ü / LJ 0 c 0 . 4 6 0 . 452 D = 0 0 . 0 0 . 00 0 . 00 1 . 00 180 97 0 1075 87 0 . 6 0 . 4 8 Q . 438 0 . 0 n . 0 0 .00 0 .00 1 . 00 1 69 96 7 1 030 90 0 • 6 0 , 46 0 . 4 3 3 0 ., 0 0 , 0 0 . 00 D . DO 1 . 0 0

DANISH HARITIMS INSTITUTE SHIP MANOEUVRE SIMULATION SEA-BANKS

ACCOUNT NUMBER : 8 6 0 2 0 RUN NUMBER 5 109 DATE: 860914

SHIP NUMBER • 110S NORTH SEA FERRY. 169.5M TIME: 235922

TIME XO YO PSI U V R RUDDERS MACHINERY THRUSTER SEC M M DEG N/S M/S DEG/S P DEG S F FRAC S FRAC

0 1 000 1S00 0 .0 U . 00 Q .000 0 0 0 . 0 0 .00 0 . 00 0 OQ 20 1 001 15 03 •1 I 0 0 n \J E 24 0 069 0 . 0 0 , 0 0 00 0 DO 0 . 00 40 1002 1510 0 . 0 0 . 43 0 .068 0 0 0 0 0 . 00 0 . DO 0 00 60 1 002 15 20 0 0 0 . 58 0 025 0 . 0 0 . 0 0 00 0 00 0 . 00 80 1 001 1S33 3 0 . 0 0. 70 -0 .029 0 . 0 0 , 0 0 .00 0 .00 0 . 00 1 rm 1000 1 5 48 2 -0 0 0 . 77 -0 077 0, 0 0 . 0 0 00 0 DO 0 . no 1 21) 996 1 S '6 4 p. -0 . 1 0 . _{8 2 -0 105 u. 0 0 . 0 0 .00 0 . 00 Q . 00} 1 4 0 f"^9^) 1 5 60 35 6 -0 . 1 Ü . 84 -0 , 1 1 3 0. 0 0. 0 0 00 0. 00 0 , 00 1 60 99 4 1598 35 6 -0 • 2 0 . _{36 -0 1 0 7 0 . 0 0.} 0 Q _{.00 0 .00 0 . 00} 1 SO 790 1615 35 4 -0 . 3 0. 86 -0 . 093 0 . 0 0. 0 0. 00 D. 00 0. 00 200 9 87 1633 0 b -0 3 u . 36 -0 077 0 , 0 0 . 0 0 00 _{0 00 Q. 00} 220 984 1 651 351 -0 . 0. 6 6 -0 . 061 0. 0 0 . 0 0 , 00 D. DO 0 . 00 2 4 0 9 8 0 1 669 350 -0 3 0 . 8 6 -0 0 46 0 . Ü u. 0 0 00 0 OQ 0. 00 241 980 1669 350 -0 . 0 , 86 -0 . 046 0 , 0 0 , 0 0 . DO 0 . 00 0. 00

D A N I S H M A R I T I N S I N S T I T U T E S H I P MANOEUVRE S I M U L A T I O N S E A - B A N K S

ACCOUNT NUMBER : 8 6 0 2 0 RUN NUNBER : 1 1 1 D A T E : 8 6 0 9 1 S H I P NUMBER : 1 1 0 S NORTH SEA F E R R Y , 1 6 9 . 5 M T I M E : 0 0 0 1 3 2 T I M E XO YO P S I U V R RUDDERS M A C H I N E R Y THRUSTER

SEC M M DEG M / S M / S D E G / S P DEG S P FRAC S FRAC

0 r - _{0 0 7 . 9 0 . 0 0} 0 . 0 0 0 0 . 0 0 . 0 1 0 , 0 0 1 0 . 0 0 0 . 0 0 2 0 1 5 6 r.. _{1 0 6 , , 9 - 0 , 3 4 0 , 7 4 8 -•35 , ,0 - 3 5 . , 0 1 0 , . 0 0 1 0 . 0 0} u . 0 0 4 0 -f - 7 1 c. ; 1- •3 3 6 . 0 - 0 , 4 8 0 . 8 1 5 - - 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . ÜU 0 . 0 0 6 0 37 3 _{3 4 4 1} r _{, 3 - 0 . 5 2} 0 . ,7 9 3 - •35 , 0 - 3 5 . , 0 1 0 , , 0 0 1 0 , 0 0 0 , 0 0 6 0 4 4 / 1 5 2 5 6 4 , 3 - 0 r '~, . D i 0 . 7 6 9 -- 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 . 0 0 1 0 0 4 9 6 2 2 9 7 2 4 , , 4 - 0 , 5 1 Ü, , 7 4 2 -•35 . 0 - 3 5 , , 0 1 0 , , 0 0 1 0 , 0 0 0 . 0 0 1 2 0 5 2 2 3 0 9 8 6 4 . 1 - 0 , , 5 0 0 . 7 2 4 -- 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 . 0 0 1 40 5 2 3 8 9 1 0 1 3 , 9 - 0 . 4 9 0 . 7 0 9 - 0 - 3 5 , 0 1 0 , . 0 0 1 0 , , 0 0 0 , 0 0 1 6 0 5 1 4 4 6 3 1 1 5 3 . 7 - 0 , , 4 9 _{0 . 7 0 0 -- 3 5 . 0 - 3 5 . 0 1 0 . 0 0} 1 0 . 0 0 Q , 0 0 1 8 0 4 8 4 5 3 0 1 2 9 3 . D - 0 . 4 6 D, 6 9 2 - • 3 5 0 - 3 5 , _{, 0 1 0 . 0 0} 1 0 , , 0 0 _{0 . 0 0} 2 0 0 4 4 1 5 8 6 1 4 2 3 , . 5 - 0 , , 4 8 0 , 6 8 4 - •35 , , 0 - 3 5 . 0 1 0 , ,0 0 1 0 . 0 0 u . 0 0 2 2 0 3 8 7 6 2 9 1 5 6 ~? Hr - 0 . 4 7 0 . 6 7 9 - 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 , 0 0 0 . 0 0 2 4 0 3 2 6 6 5 8 1 6 9 , 3 - 0 . h t 0 , , 6 7 5 -•35 . , n - 3 5 , 0 1 0 , , 0 0 1 0 , 0 0 0 . 0 0 2 6 0 2 6 1 6 7 2 1 8 3 3 . 3 - 0 , 4 7 0 . L L. Q ^ '„1 KJ L.' 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 . 0 0 2 8 0 1 9 5 6 7 1 1 9 6 3 . 7 - 0 . 4 7 0 , 6 7 0 - •35 . 0 - 3 5 , , 0 1 0 . , 0 0 1 0 , , 0 0 0 . 0 0 3 0 0 1 3 2 65 4 2 1 0 ~z _{2 - 0 . 4 7 0 . 6 6 4 - 3 5 . 0 - 3 5 . 0 1 0 , 0 0 1 0 . 0 0 0 . 0 0} 3 2 0 L" •• 71 6 2 4 2 2 3 3 . 2 - 0 . 4 6 Q . 6 6 1 - 3 5 . 0 - 3 5 , . 0 1 0 . 0 0 1 0 , , 0 0 0 , 0 0 3 4 0 2 / 5 8 2 2 3 6 3 . 1 - 0 . 4 6 _{0 6 5 3 - 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 . 0 0} 3 6 0 - 1 0 5 3 1 24 9 3 . 1 - 0 , 4 6 Q . 65 3 - 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 , , 0 0 0 , 0 0 3 3 0 - 3 4 4 7 3 2 6 2 3 1 - 0 . 4,6 0 , 6 4 6 - 3 5 , 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 , , 0 0 4 0 0 - - 5 4 1 2 2 7 5 3 . 1 - 0 . 4 5 0 . 6 4 6 - 3 5 , 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 . 0 0 4 2 0 - 4 v' 3 5 0 2 8 3 3 , 1 - 0 . 4 5 0 , 6 4 0 - 35 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 n , 0 0 4 4 0 2 6 2 9 1 3 0 1 .0 ( 0 - 0 . 4 5 _{0 . 6 4 0 - 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0} 0 . 0 0 4 6 0 4 -C. v.} t 3 1 3 3 . 0 - 0 , 45 D . 6 3 5 - 3 5 . 0 _ T C 0 1 0 . 0 0 1 0 . 0 0 0 , , 0 0 4 8 0 4 4 1 9 1 3 2 6 3 M 0 - 0 . 4 5 0 . 6 3 5 - 3 5 . 0 - 3 5 . 0 1 0 . 0 0 1 0 . 0 0 0 , 0 0

s o n

' •_> •\ c n 3 3 9 3 . 0 - 0 . 4 4 0 . 6 3 0 - 3 5 . 0 - 3 5 . 0 1 0 , 0 0 1 0 . 0 0 0 . , 0 0 5 2 0 1 4 9 1 3 1 3 5 1 3 . 0 - 0 . 4 4 0 , 6 3 2 - 3 5 . 0 - 3 5 . Q 1 0 . 0 0 1 0 . 0 0 0 , , 0 0 ^ "3 C _{1 9 0 1 2 2 0 3 . 0 - 0 . 44} 0 . 6 2 6 - 3 5 , 0 - 3 5 . 0 1 0 , 0 0 1 0 . 0 0 0 . 0 0

APPENDIX I I I

. — ^ • D a n i s h Maritime Institute S k i b s t e k n i s k L a b o r a t o r i u m / Scale: D r a w n :

U'.g:?

C h e c k : D a t e : SS/oZ/ 1 Dep.: . — ^ • D a n i s h Maritime Institute S k i b s t e k n i s k L a b o r a t o r i u m / Scale: M o d . D a t e : lA^O^/yy SEA E/E.^e'ey'E-s

/ Scale:

860 za

lA^O^/yy SEA E/E.^e'ey'E-s

) r w g .

• A v I

1

D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m Scale: /••/aaoc D r a w n : i/ S J D a t e : 86'fOZZ\ • A v I

1

D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m Scale: /••/aaoc C h e c k : Dep.: D a n i s h Maritime Institute S k i b s t e k n i s k . L a b o r a t o r i u m Scale: /••/aaoc M o d . D a t e : Scale: /••/aaoc

D a n i s h Maritime Institute S k i b s t e k n i s k L a b o r a t o r i u m Scale; /:/occ D r a w n ; VBO D a t e : 8Ó/02,/ D a n i s h Maritime Institute S k i b s t e k n i s k L a b o r a t o r i u m Scale; /:/occ C h e c k : . • Dep,; D a n i s h Maritime Institute S k i b s t e k n i s k L a b o r a t o r i u m Scale; /:/occ Mod. D a t e : Scale; /:/occ