EFFORTS TO IMPROVE DISCIPLINE OF SERVICE SERVICES ON THE BRIDGE FOR LIFE SAFETY ON THE MV.HTC CHARLIE SHIP

Mualim has an important role in carrying out ship movement while sailing for the safety of all crew members. In this case the officer has the responsibility to carry out guard duty on the bridge. This study aims to further increase knowledge about the importance of discipline in carrying out guard services on the bridge and to carry out guarding procedures in accordance with established procedures, especially when changing guard (handing over). This research was carried out on board the MV. HTC CHARLIE which is one of the ships owned by PT. INTERGIS. Implementation during the author's practice of the Sea (Prala), so that the source of the data obtained directly from the place of doing research in the form of information based on observations and interviews with the officer in charge. This study shows that there are still shortcomings in carrying out the duty of duty in accordance with the procedures and the lack of discipline of the missionary when on guard duty. By conducting this research, it is possible to make an overview of the watch service in accordance with the procedures for handing over the guard and the importance of discipline in carrying out the watch service on the bridge.

Use of Artificial Intelligence as a Problem Solution for Maritime Transport

The purpose of this article is to propose a solution for the transport problem in sea freight using machine learning algorithms. An important aspect of sea transport is the organization of freight. In particular, the maritime freight network is a large complex system whose complexity of route maps and the variety of ship traffic render it difficult to model. When investigating the characteristics of the sea freight system, it is generally advisable to use rough models in which only significant approximations are introduced and a number of details are not taken into account. At the same time, an exact model is used in a detailed study of isolated areas of the network wherein it is the area which is explored in detail and not the connections between the said areas. By so doing, one should be careful not to overlook the deviations of the model from the real network in the first case and the connections between areas in the second.Building a model that accurately takes into account and describes all the details results in excessive complications in the design process, so, in practice, a number of assumptions are always used in the simulation which are basically approximations of the real characteristics related to ship movement, depending on the specific task. Four models are used in order to build an optimal cargo transportation system: Transnational cargo model; model of cargo transportation with a dedicated initial port of cargo departure; model of cargo transportation with dedicated initial ports of departure and final port of cargo distribution; model of cargo transportation on a circular chain of ports. The route conditions are given by the traveling wave equation and on the basis of these calculations the optimal route of cargo ship movement is put forth whereby conditions affecting freight traffic include: Number of ports, fuel quantity, port of cargo destination, as well as distances between ports and intermediate ports of call. The scientific contribution lies in the fact that the human role is reduced only to that of the system observer, which, in turn, simplifies the freight calculations, as well as helps reduce the cost of fuel and human resources.

Integrated Use of 3D Modelling tools and Virtual Reality to facilitate Design

The technologies of: Anthropometric Modelling, Game Engine animation and Virtual Reality were integrated to facilitate early design decisions in the design of future Naval weapon systems and their integration into current and future Naval platforms. CAD Models of existing or future ships were imported into a 3D Games engine (Unity) along with CAD Models from the ship architect/designer of specific compartments where weapon system installations were proposed. Extremes of the user population (e.g. 3rd percentile Navy female and 97th percentile Navy male) were modelled performing the installation / maintenance tasks on the equipment and this was then exported/imported into the 3D Unity environment and viewed from predefined eye height perspectives. Within the Unity 3D environment, realistic dynamic aspects of the real world were added – e.g. ship movement in light or heavy seas as well as consequent human head / body movement (compensating for ship movement) and the effects that this may have on the task. In addition weather and visibility effects can be added which may affect the user’s ability to perform the tasks. Design engineers viewing the model in VR were able to get a sense of the distances / gaps / access from within the 3D model itself and make/feedback design recommendations from the unique perspective of being immersed within the design itself.

Optimization of LNG terminal parameters for a wide range of gas tanker sizes: the case of the port of Świnoujście

LNG terminals are built to handle tankers of specific size, with cargo capacities within a narrow scope. This is related to the differences in cargo, fender and mooring systems used for LNG tanker handling of various sizes. The research problem solved in the article is the development of the method for optimal design of a universal LNG cargo handling facility that enables safe operations of LNG tankers in a wide range of cargo capacity that covers almost entire spectrum of global fleet tanker sizes. The article presents a methodology of optimizing the parameters of LNG cargo terminals to accommodate both small bunker ships with cargo capacity of 500 m3 (50 metres in length) to Q-flex type tankers capable of carrying up to 220 000 m3 (320 m in length). The authors have determined conditions for the safe operation of these tankers in sea LNG terminals and described differences in the construction of cargo, fendering and mooring systems. The optimization of both location and terminal parameters for a wide range of gas tanker sizes as well as approach channels leading to the LNG berths was performed using a specially designed two-stage simulation method of optimization. In the first stage the best location of a universal LNG terminal and its berths in the existing port basin is determined. The second stage defines optimal parameters of approach waterways to the berths of a universal LNG terminal. The optimization criterion at both stages was the minimization of the costs to build and to operate a universal LNG terminal. The developed optimization methodology was actually used in the design of the universal LNG terminal in the outer port of Świnoujście. The tests made use of real time simulation (RTS) and non-autonomous models of ships, in which ship movement is controlled by a human (pilot, captain). Simulation tests were performed on a multi-bridge ship handling Polaris simulator with a 3D projection, from Kongsberg Maritime AS. This full-mission bridge simulator (FMBS) is located at the Marine Traffic Engineering Centre, Maritime University of Szczecin. Two simulation ship movement models were built and verified for testing the manoeuvres of port entry and berthing. These are: Q-flex type tanker (length: 320 m) and an LNG bunker ship, 6,000 m3 capacity, 104 m in length. The test results were used in the design of the universal LNG terminal in the outer port of Świnoujście and approach waterways leading to the berths (now this investment project is in progress).