CAPABILITY STATEMENT OF MARIN s MANOEUVRING SIMULATION

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1 CAPABILITY STATEMENT OF MARIN s MANOEUVRING SIMULATION Version 1.5, March 2011 M A R I N P.O. Box AA Wageningen The Netherlands T F E info@marin.nl I

2 Capability Statement of MARIN s manoeuvring & seakeeping simulation 1 CAPABILITY STATEMENT OF MARIN s MANOEUVRING SIMULATION Version 1.7, January 2015

3 Capability Statement of MARIN s manoeuvring & seakeeping simulation 2 CONTENTS Page 1 INTRODUCTION SIMULATION TECHNOLOGY Mathematical manoeuvring and seakeeping models Ownships Tugs Targets Berth lines, winches and anchoring Propeller wash Database Geography Environment Visual representation Instructor Operator Station Instructor/Operator mode Debriefer mode Composer Station BRIDGE SETTING Connings MARIN connings Synthetic radar Navigation conning Area manager Consoles Mini stations VHF Visual displays Stealth system Binoculars ADDITIONAL FUNCTIONALITY Anchor Handling and/or Ocean Towing Dynamic Positioning (DP)... 23

4 Capability Statement of MARIN s manoeuvring & seakeeping simulation 3 Figures: Figure 1-1: MARIN s Compact Simulator... 4 Figure 2-1: Terminology... 5 Figure 2-2: Example of AHTS... 6 Figure 2-3: Example of ASD tug... 7 Figure 2-4: Tug interface... 8 Figure 2-5: Example of propeller wash... 9 Figure 2-6: Example of database Figure 2-7: Examples of visual images Figure 2-8: Instructor Operator Station with Stealth functionality Figure 2-9: Area Manager Figure 2-10: Several Managers of the IOS Figure 2-11: Composer Figure 3-1: Synthetic radar with or without conning Figure 3-2: Area manager Figure 3-3: Examples of bridge layouts Figure 3-4: Mini Stations Figure 3-5: Compact Manoeuvring Simulator Figure 3-6: Deploying of the anchor during AH training Figure 3-7: Example of stealth system Figure 3-8: Virtual binocular Figure 4-1: AH functionality... 22

5 Capability Statement of MARIN s manoeuvring & seakeeping simulation 4 1 INTRODUCTION This document contains information on the capabilities of MARIN s manoeuvring simulators based on the DNV certified MERMAID 500 software. The uniqueness and the power of this software lies in the unrivalled high level of modelling that can be expected from a renown model testing institute such as MARIN. MARIN s ship manoeuvring simulators are developed to serve the professional maritime world in studies and trainings with complex realistic simulation environments. To achieve this, the mathematical manoeuvring models used in the simulations need to be as realistic as can be, in order to create a true realistic experience. Therefore, the mathematical manoeuvring models are based on and validated against high-end hydrodynamic data derived directly from MARIN s model test results and trial data. The direct implementation of the hydrodynamic data is possible because the used simulator technology is based on in-house developed software. All simulated objects (e.g. vessels, tugs or any other floating object) are modelled in six degrees-of-freedom (6 DOF) responding accurately to environmental conditions (wind, waves and current) and hydrodynamic interactions. Other real-life phenomena such as bank suction, squat and trim are modelled draught dependently. Besides the importance of accurate modelling of the mathematical manoeuvring models, a realistic bridge setting increases the realism of the simulated manoeuvres. The bridge setting can be divided in the bridge mock-up (console) and the projected visuals. The bridge mock-up can be module based, providing a flexible and realistic set-up of the instruments corresponding with the bridge lay-out of the simulated vessel. MARIN uses VR4MAX Extreme by Tree C Technology for visualization, creating a professional Virtual Reality environment. The VR4MAX Extreme software allows for effects such as light breaking, mirroring, shadowing, the use of spray, foam, 3D fog, smoke, fire, snow etc. The Mermaid 500 simulators are perfectly suited for complex research and training objectives: (Complex) maritime operations, for example offloading FPSO and escorting Port developments, for example a new harbour basin or berth Knowledge of the capabilities and limitations of a design vessel Understanding the interaction effects such as bank suction, squat, etc. Being completely modular in set-up and configuration, this software package is used successfully on small, medium and large Full-Mission simulators, such as the Compact Manoeuvring Simulator (CMS) as show below. For further information, please contact: MARIN Department MSG Tel: +31 (0) MSG@marin.nl Or visit our internet site: Tools/Sales/Simulator-Sales.htm Figure 1-1: MARIN s Compact Simulator

6 Capability Statement of MARIN s manoeuvring & seakeeping simulation 5 2 SIMULATION TECHNOLOGY The MERMAID 500 simulators are all working according to the same concept of realtime simulation. This concept is highly modular and facilitates flexible adaptation of vessels to other configurations, for example the implementation of: flanking rudders for inland waterway push-tows, coupled bridges with human-operated tugs, Switching controls or switching from a single vessel situation into a multi-vessel situation can be done with a minimum of delay. The Mermaid 500 simulation technology can be divided into three main aspects: 1. Mathematical manoeuvring models a. Ownships (note that an Ownship can be any human operated floating and or propelled object, examples are Conventional vessels, ASD or VSP tugs, offshore units, WIV s or even constructions such as the Hi-load) b. Targets c. Tugs (C-type or D-type) d. Berth lines, winches and anchoring e. Propeller wash 2. Databases a. Geography and environment b. Visual image c. Collision, fenders and grounding d. Berth lines and winches 3. Stations a. Instructor Operator Station b. Debriefing Station c. Composer Station Terminology: The following terminology is used with regard to the MARIN simulation software: ownship navigator-controlled ship, which can be any type of ship or tug. target instructor-controlled vessel, following a route C-tug instructor-controlled tug, i.e. target with tug functionality D-tug instructor-controlled vector force Figure 2-1: Terminology

7 Capability Statement of MARIN s manoeuvring & seakeeping simulation Mathematical manoeuvring and seakeeping models In nautical simulations the mathematical manoeuvring and seakeeping model of the ownship is of major importance. The quality of this model can determine the outcome of a research project to a high degree. In training projects, the versatility of the model and the mathematical integrity is important in order to present realistic manoeuvring characteristics in all situations. The following capabilities will be addressed in the next sections: 1. Ownships 2. Tugs 3. Targets 4. Berth lines, winches and anchoring 5. Propeller wash Ownships The mathematical manoeuvring models of MARIN are based on and validated against high-end hydrodynamic data derived directly from MARIN s own model test results and full scale trial data. The direct implementation of the hydrodynamic data is possible because the simulator technology is based on in-house developed software. The mathematical manoeuvring and seakeeping model (e.g. vessel, tug or any other floating object) is a six degrees-of-freedom (6 DOF) model. This means that next to the ordinary movements like surge, sway and yaw all MARIN simulators also incorporate the movements of roll, pitch and heave. They are directly resulting from the environmental situation (wind/waves) and are embedded in the visual image. Thus, roll, pitch and heave movements can be experienced, allowing for unrivalled smooth motions as the visual image is at an extremely high update rate (see also Section 2.2.3). Within the six degrees-of-freedom, yawing deserves some special attention. Yawing, of all wave-induced ship motions, has the largest influence on the ability to keep a steady course. The ability to keep course can become an important factor in channel design or during trainings. Irregular effects of waves on the yaw are accounted for in MARIN s ship manoeuvring simulator. The models are water depth/draught dependent. Consequently, the manoeuvring characteristics depend on the actual water depth and the vessel s draught, thus taking the effects of shallow water into account. Squat can be taken into account as well, with ship type dependant squat parameters (bow/stern squat). These are important manoeuvring aspects when entering shallow waters. Figure 2-2: Example of AHTS

8 Capability Statement of MARIN s manoeuvring & seakeeping simulation 7 Dedicated force modules may also be implemented in the ownship model to simulate other special effects, such as Grounding Effect of ship ship interaction Effect of inhomogeneous wind wave current fields Effect of bank suction (see Section 2.2.1) Effect of collision forces (ship-ship or ship-quay, see Section 2.2.1) Effect of ship-lock interaction, cushioning effect when entering a lock Effect of 3D current layers, e.g. in estuaries or rivers near open sea (layered effect of salt and sweet water over depth profile) MARIN s ship manoeuvring simulators come standard with a database of ownships. The ships can be selected from a diverse and very complete database of mathematical manoeuvring models, based on model tests and sea trials. On request the models can be accurately scaled to the client s needs. When a dedicated, user-specific model is required, a mathematical model can be delivered which will be based on provided data of model tests or manoeuvring tests. All models are supplied within an accuracy of 10% of the available data with regard to the tactical diameter, time to run 180 degrees, maximum speed, total time from stop to maximum speed and total time from maximum speed to stop. The design of the simulator enables almost any mathematical relation to be used for the ownship. Towing of large offshore modules, AHTS, semi-submersibles, submersibles, fast craft etc. can all be accommodated in the simulators Tugs In MARIN s ship manoeuvring simulators several tug types are available. We distinguish A-type, C-type and D-type. All tug types can be connected to bollards defined in the database or on ownships. Standard, an ownship comes with 8 bollard positions. All major tug types, like ASD, Voith Schneider, combitug and conventional, are available for the A- and C-type tugs. Figure 2-3: Example of ASD tug A-type A-types, being ownships (see Section 2.1.1), show the highest level of realism and are commonly used for tug training purposes (e.g. Tug Master training). The tug is controlled by a navigator with hardware equipment. C-type The second type of tug (C-type) is operated by the instructor with a very flexible interface (see Section 2.3). A C-type tug is visible in the visual image. All forces are modelled realistically and the transitions between the pulling directions are in accordance with reality. The forces are dependent of speed, pulling direction, velocity of ownship, current and waves. The tugs can be positioned at a location awaiting the approach of the vessel. When the navigator orders tug assistance the tugs will approach and upon command they connect. All this is performed with realistic time delays including stochastic variation.

9 Capability Statement of MARIN s manoeuvring & seakeeping simulation 8 Pulling will be effected on order, using standard telegraph orders like Stop, Slow, Half or Full or completely gradually as a certain percentage of the total bollard-pull capacity (see Figure 2-4). D-type Figure 2-4: Tug interface The simplest representation of a tug (D-type) consists of a force-vector, operated by the instructor on any of the vessel s bollard positions. The control resembles the one for the C-tug. A D-type tug is the only type which is not visible in the visual image Targets For the simulation of other traffic, a large number of target vessels is available. Each target consists of a visual representation as well as a mathematical model for realistic manoeuvring. Like the ownships, target vessels are sensitive to environmental conditions like wind, waves and current and can also run aground or collide with another vessel or structure. Targets follow a predefined track with a predefined speed. Both the track (consisting of waypoints) and the speed can be modified easily during the simulation by the instructor. Apart from sailing, targets may also be stopped, drifting, moored or anchored Berth lines, winches and anchoring Situations where berthing manoeuvres are practised or when tugs are attached to another vessel require realistic behaviour of lines and winches. In the MARIN simulators lines and winches show this realistic behaviour. The lines are modelled including springaction and damping. If, for any reason, the forces in a line exceed the maximum value for that particular line, it will automatically break. The lines may be attached to bollards on board any vessel or ashore. Winch control (heave in/hold/pay out) can be done from the bridge. Each ownship has standard 2 anchors (port and starboard) and are based on the vessel s equipment number. The windlass is operated by the instructor. The holding force is dependent on anchor weight, chain weight, bottom type and drift force. The anchor can hold and drag, depending on the holding force.

10 Capability Statement of MARIN s manoeuvring & seakeeping simulation Propeller wash For certain types of operation, propeller wash is an essential phenomenon that must be accounted for. A good example is the escorting of large vessels by a powerful tug, operating near the stern of the ship in close proximity to the propeller wash. Hydrodynamic effects and consequently the pulling and line-handling effects are taken into account. Figure 2-5: Example of propeller wash 2.2 Database The database contains all geographical and environmental information required for the simulations. It is based on chart data, detailed plans, photographs and satellite imagery (e.g. Google earth) and information about wind, current, waves and water depth. Figure 2-6 gives an impression of the Rotterdam database. The following capabilities will be addressed in the next sections: 1. Geography 2. Environment 3. Visual representation

11 Capability Statement of MARIN s manoeuvring & seakeeping simulation Geography The geography of the database contains the architecture, bathymetry, topography and coastline(s) in 3D including all relevant data such as navigation aids (buoys, lights, etc.). Besides these objects with their own characteristics, the geography can contain data regarding collision and bank suction. Where necessary, collision boundaries (of any length) can be included in the database (and ownship). The collision behaviour is very realistic with spring-action, damping and longitudinal friction depending on the properties of fendering and shore characteristics. The detection of a collision is performed by the simulator in three dimensions. Realistic bank suction forces can be accounted for by defining bank suction lines in the database and implementing the correct suction coefficients in the mathematical model Environment Figure 2-6: Example of database The environment contains the wind, wave and current data. Wind Each vessel has their own wind coefficients (frontal and lateral) and wind surface enabling the model to respond realistically to the wind, such as windward behaviour of most vessels (speed dependent). The modelling of the wind can be inhomogeneous and includes gusting and shielding (ownships).

12 Capability Statement of MARIN s manoeuvring & seakeeping simulation 11 Wave Waves are implemented as a wave grid including a spectrum (e.g. JONSWAP). Two different wave grids can be implemented creating for example wind waves and swell. By defining the peak period and the shape of the spectrum, stochastic effects are taken into account. The navigator will thus experience first order wave motions as well as second order wave drift forces (from diffraction analysis). The second order wave drift forces may be of particular importance when a vessel is approaching and entering a harbour. The wave drift forces are computed as a function of time and wave height, meaning that irregular slowly varying wave drift forces are acting on the vessel. Current The modelling of the current exists of a current pattern which can be inhomogeneous and may vary with place, time and water level. The current force is calculated over the length of the vessel enabling the model to respond realistically to current changes, such as the set back of the stern of the vessel when entering a harbour with a large cross current Visual representation In the visual representation all geographical objects are presented including navigation lights and their characteristics. Special objects like the so-called Inogon light, docking systems and leading lines can be implemented. Environmental circumstances like fog and rain can be introduced smoothly at any time during the simulation. The visual system technology offers completely smooth display of motions in a fully textured database with update rates up to 85 Hz. Quite unique is the effect of the six degrees-of-freedom of the models in the visual image, allowing for surge, heave, sway, roll, yaw and pitch by movements of the projected image. By correlating the visuals and force/motion calculations (see Section 2.1.1) You can see the wave coming. Meaning for instance that when a wave is hitting the vessel visually, the force of the wave effects the vessel s motion simultaneously. This is a feature many visualisation software lack, just presenting a wave without correlation with the calculated forces/motions. A large number of standard visual objects (e.g. buoys) are available at MARIN. The use of a computer aided design tool like AutoCAD enables easy construction of new objects and port environments. Figure 2-7: Examples of visual images

13 Capability Statement of MARIN s manoeuvring & seakeeping simulation Instructor Operator Station The simulator is managed and controlled at the IOS (Instructor Operator Station) by the instructor. The instructor can work in three types of modes 1. Instructor/Operator mode: to control the simulator training or assessment scenarios 2. Debriefer mode: to debrief simulated scenarios and runs 3. Composer mode: to compose, or prepare, simulator scenarios Instructor/Operator mode The simulator is controlled at the IOS (Instructor Operator Station) using selectable software applications, each with their specific task (called managers ). The managers are divided over two screens. One screen presents the Area Manager (see Figure 2-9), the other screen presents the remaining managers (instructor screen, see Figure 2-10). The layout of the managers can be saved on different levels of the scenario taxonomy. Below a summary is given of the main manager applications: Simulation Manager to start, stop, reposition or replay the simulation Data Manager to have on-line information on own-ships, tugs and target vessel on e.g. course, speed, RPM settings, rate of turn, keel clearance, etc. Environment Manager to control wind (direction and strength), wave (direction and height) current (direction and strength), water level and the visibility Tug Manager to control C and D-type tugs (see also Section 2.1.2) Failure Manager to control engine, rudder and instrument failures in various gradations Area Manager a bird s-eye view of the area which is used for: o Monitoring the manoeuvres in relation to the maritime infrastructure o Data inquiry of environmental parameters (wind, waves, current, water depth) o Controlling the routes of target and tugs as well as their speed and their status (sailing, stopped or at anchor)

14 Capability Statement of MARIN s manoeuvring & seakeeping simulation 13 Figure 2-8: Instructor Operator Station with Stealth functionality Next to the available managers, a so called softbridge can be made available too, enabling the instructor to operate an (additional) ownship by using software controls. Figure 2-9: Area Manager

15 Capability Statement of MARIN s manoeuvring & seakeeping simulation Debriefer mode Figure 2-10: Several Managers of the IOS In Debriefer mode the entire manoeuvre, including the control settings, can be analysed. The system presents all readings in large detail and shows selectable graphs of all controls. It enables analyses of all ownships, targets and tugs in a playing area. Any control parameter or output value can be selected for a time history display. NOTE: During the simulation all data are stored into a datalog file including the audio signals if required. The debriefer system runs through these data. For research objectives, often more datalog files (more runs) are analysed together in order to get statistical results of the output. The datalog files are in ASCII format and can be imported into Matlab or EXCEL for post-processing analyses Composer Station In Composer mode one can quickly generate new scenarios or modify existing ones. At any stage, new database components, such as ownship models, geographical databases, targets and tugs, can be added.

16 Capability Statement of MARIN s manoeuvring & seakeeping simulation 15 Figure 2-11: Composer

17 Capability Statement of MARIN s manoeuvring & seakeeping simulation 16 3 BRIDGE SETTING The following sections describe the bridge setting, comprising: 1. Connings 2. Consoles 3. Mini stations 4. VHF 5. Visual displays 6. Stealth system 7. Binoculars 3.1 Connings The connings are part of the console and present relevant data on the screen such as radar, ECDIS or the navigation conning. MARIN offers two different options: 1. Cost-effective; tailor made conning, i.e. MARIN conning 2. Commercial, third-party conning, e.g. Kelvin Hughes connings, including radar and ECDIS MARIN connings The MARIN connings are cost-effective and present all the relative data needed for operating a vessel, but is, unlike the Kelvin Hughes connings, not approved. The MARIN connings are: 1. Synthetic radar 2. Navigation conning 3. Area Manager Synthetic radar The Synthetic Radar is an application in which basic radar functions and a limited number of ARPA functions are incorporated. As part of the application it is possible to display a predefined set of instruments and indicators. The Synthetic Radar has been developed as a flexible, easy-to-use and cost-effective solution of a radar display and a limited number of ARPA functions and instruments and indicators. The synthetic radar is capable of presenting all the basics for radar, such as head-up, course-up, range, RACON, EBL and VRM. Functions as AIS or false echoes are not included. Figure 3-1: Synthetic radar with or without conning

18 Capability Statement of MARIN s manoeuvring & seakeeping simulation Navigation conning The navigation conning can be part of the radar screen (when limited display screens are available) or as stand alone. The navigation conning presents all the information required, such as dopplerlog (longitudinal and transverse bow and stern), sallog, rudder angle, rpm, thrusters, wind speed and direction, and ROT. For tugs also the line force, line length and roll angle are presented. For each different vessel the correct conning needs to be selected by dropdown-menu Area manager The Area Manager for the navigator is similar to the Area Manager of the IOS (see Section 2.3), except for the data inquiry and control of targets and tugs. The Area Manager gives a clear view of the vessels participating in the simulation with their correct sizes and presenting different colours for ownships, targets and C-tugs. The view is earth fixed or attached to the ownship and can be zoomed. Figure 3-2: Area manager

19 Capability Statement of MARIN s manoeuvring & seakeeping simulation Consoles The consoles contain all the instruments and controls including the presented connings. The consoles can be delivered in several sizes, shapes and colours (RAL). The controls are by default KWANT controls and are easily exchangeable to suit the vessel s properties. Other controls can be delivered and incorporated as well. The required size of the console depends largely on the amount of connings to be displayed. Figure 3-3: Examples of bridge layouts The console(s) can be module-based, providing a flexible and realistic set-up of the instruments corresponding with the bridge lay-out of the simulated vessel.

20 Capability Statement of MARIN s manoeuvring & seakeeping simulation Mini stations A mini station is an integrated desktop simulator as part of a Full Mission Simulator. The reasoning behind a mini station is to enable, for example, a captain or tug master to control an additional ownship next to the main simulator and thus offering an interactive training environment for the pilots and tug masters with hardware controls. A mini station consists by default of: Large display for the Visual System Two screens on either side with the following functions: o MARIN electronic chart o MARIN synthetic radar Mini console with hardware controls of either: o P/C station: e.g. tiller, double telegraph, bow thruster or o Tugmaster station: e.g. Azimuth controls, winch controls The mini consoles can easily be interchanged. 3.4 VHF Figure 3-4: Mini Stations The bridges can be equipped with a communication system by simulated VHF channels and intercom. The communication system can be applied for navigator-instructor communication where the instructor can act as another vessel (target) or more extended, between several navigators on interactive bridges. It consists of the majority of the essential functionality standard for VHF communication. For debriefing purposes, communication is recorded.

21 Capability Statement of MARIN s manoeuvring & seakeeping simulation Visual displays The visual displays present the 3D simulation area images on screens around the bridge equipment and can be offered in various amounts, sizes and systems. For large Full Mission Bridges normally projectors are used, projecting the image on a cylindrical screen. For smaller Full Mission Bridges either large displays (LCD or LED) are common, since they are cost effective, and save space. Another option is the usage of short-throw lens projectors. MARIN s Compact Manoeuvring Simulator can be placed in a standard office building, including a rear screen. Figure 3-5: Compact Manoeuvring Simulator 3.6 Stealth system The stealth system (e.g. a virtual camera) offers complete flexibility to take up any observation point in the 3D simulation area, even under water (very helpful for Anchor Handling training, see Section 4.1). Figure 3-6: Deploying of the anchor during AH training The observation point can be attached to any location of a vessel (ownship, targets, A- tugs, C-tugs). Pan-zoom-tilt functionality is available at all times and one can easily shift the point of view to any of the ship s observation points. Therewith it is possible to quickly check the distance between vessel and quay or any other object. When not

22 Capability Statement of MARIN s manoeuvring & seakeeping simulation 21 connected to an object, it is possible to fly through the 3D simulation area. All this can be done during run-time. Figure 3-7: Example of stealth system 3.7 Binoculars Virtual binoculars can be offered as an option too. As in the real world you are able to zoom in at distant objects and take bearings of their positions, both absolute and relative. These virtual binoculars are connected through a cable to the image generator and produce a view on the virtual world on build-in displays. Tracking devices (3 or 6 DOF) can be mounted so the virtual binocular starts to work like a real binocular and shows the spot in the virtual world it is aimed at. Through a thumbwheel you can zoom in and out. Figure 3-8: Virtual binocular

23 Capability Statement of MARIN s manoeuvring & seakeeping simulation 22 4 ADDITIONAL FUNCTIONALITY The following functionality can be added to the standard MERMAID software: 1. Anchor Handling and/or Ocean Towing 2. Dynamic Positioning 4.1 Anchor Handling and/or Ocean Towing MARIN s MERMAID simulation technology with Anchor Handling and/or Ocean Towing functionality fulfils the requirement of a realistic simulation environment in which operators can practice their skills. Top-level capabilities of the new module are: 1. Chaser-based systems 2. Non-chaser based or Buoyed systems 3. Ocean Towage using a bridle 4. Deep-water anchor handling The capabilities comprise: Operating with a chaser to pick up an anchor and take it on board for retrieval Same for positioning the anchor Catenary systems Moving pins and sharkjaws Various deck animations Operating the deck winch Towing with a bridle Figure 4-1: AH functionality For more information please ask for our Anchor Handling or Ocean Towing leaflet.

24 Capability Statement of MARIN s manoeuvring & seakeeping simulation Dynamic Positioning (DP) The MERMAID has been integrated many times with industry DP cabinets, such as Converteam, Kongsberg, Rolls Royce, LIPS and others. Numerous sensors (a.o. anemometers, multiple DGPS, multiple gyros, cyscan, VRU s, etc), all with instructor controlled failure and sensitivity options, have been implemented to feed to the DP system with realistic data and information. A high-level of similarity between the realworld model and the simulated model is subsequently reached.

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