DAR ES SALAAM MARITIME INSTITUTE (DMI)

BACHELOR DEGREE IN MARITIME TRANSPORT AND NAUTICAL SCIENCE

MODULE: SIMULATOR PRACTICES

LECTURER: Mr. KAULI

Contacts: 0692588383

WHAT IS A SIMULATOR
A simulator or ship simulator is a system that simulates ships and maritime environments for training,
research and other purposes. Simulator is a system of computers, screens, hardware and software that
simulates the dynamic behaviour of a vessel and its systems in a simulated maritime environment and
an interface that allows the person using the simulator to control the vessel and interact with its
simulated surroundings.
In case of so-called full mission bridge simulators, this interface consists of a realistic mock-up of the
vessel's bridge and control consoles, and screens or projectors providing up to 360-degree virtual view
of the ship's surroundings.
In addition, there are maritime simulators for example for GMDSS, ECDIS, Engine Room, and Cargo
Handling Operations, as well as shore-side operations such as VTS.

USING SIMULATION TECHNIQUES TO STEER A SHIP IN EXTREME WEATHER CONDITIONS.

Maneuvering a Ship under Traffic.
For navigating through congested waters, the officer on watch must know his duties well and be aware
of the positions of ships in the vicinity and other fixed structures. He must make full preparations to sail
through such areas. Practical ship handling is a skill acquired with experience, and the OOW must
never hesitate to call the Master in case of the slightest doubt. After all, the Master is termed as a
„Master‟ for obvious reasons! Having said that, the following points are laid out to assist the OOW with
regard to his decisions in congested waters:

 Comply with collision regulations at all times

 Be thorough with the ship‟s maneuvering characteristics such as the UKC, Squat, stopping distance
etc. Such details are laid out concisely in the wheelhouse poster
 Change over to hand steering
 Post additional lookouts. As stated by Rule 5 of ROR
 Always keep the Master informed about the current situation and action plans. Call him if in the
slightest doubt with regard to the existing situation or action to be taken
 Give the Engine Room adequate notice with regard to any requirements (maneuverability) that shall
be necessary during the course of the vessel movement
 Reduce the vessel‟s speed to a safe speed for navigation. Refer to Rule 6 of ROR for more clarity
on „Safe Speed‟
 Run parallel power units for steering gears for additional safety. This is to ensure that the navigation
of the vessel does not come to a standstill in case one steering gear system fails. Preparedness to
ensure that equipment is not liable to failure are gauged with a prior control test. The same should
be applicable to the ship‟s whistle which is used more often when in congested waters to warn the
vessels in the vicinity of one‟s own approach or presence
 Adhere to the company‟s ISM checklist for navigation in confined waters
 Use all available resources including all aids to navigation and cross verify with the chart (use
largest scale chart for that area) to check depths, distances, bearings etc. Monitor the position of the
vessel continuously with the help of parallel indexing, ARPA etc
 Coordinate with the VTS as well as with the other ships in the vicinity using the VHF
 Record the vessel movement in the log book

Navigating a Ship under Extreme Weather Condition

Keeping Lookout in Bad Weather
This watch is stationed during fog or conditions of reduced visibility. The watch is stood in those
locations where approaching ships can best be seen or heard. It is the duty of the fog lookouts to stand
a vigilant watch and to detect and report everything within sight or hearing. A lookout's hearing must not
be impaired by S/P telephones. Accordingly, the lookout is assisted by a phone talker who is in direct or
indirect communication with the OOD and the lookout talker/plotter in CIC. The fog or restricted visibility
lookout's sectors of responsibility are as follows:
 Forward Lookout: Stationed as far forward and as close to the waterline as possible. Sector
extends 30° on each side of the bow (330° - 030°).
 Starboard Lookout: Stationed on the starboard bridge wing. Sector extends from the forward
lookout's boundary to the starboard beam (030° - 090°).
 Aft Lookout: Stationed as far aft and as close to the waterline as possible. Sector extends from the
starboard beam clockwise to the port beam (090 ° - 270°).
 Port Lookout: Stationed on the port bridge wing. Sector extends from the port bow to the forward
lookout's boundary (270° - 330°).
 During restricted-visibility conditions, conduct a moderately fast search without binoculars, but have
them within reach in case the fog suddenly lifts.

During restricted visibility, all ships continually sound fog signals in accordance with Navigation Rules.
Most contacts will have to be reported by hearing prior to the actual sighting. Sounds that might be
heard and must be reported are bell and whistle buoys, small craft motors, fog signals, wash of water
on another ship's hull, and any other unusual sounds. You must constantly be alert and concentrate on
the job at hand to hear these sounds.

Navigation in Heavy Weather

Encountering extreme weather conditions at sea along major trade routes is a common phenomenon.
Depending upon geographical location and seasonality of revolving tropical storms, a ship, therefore,
need to prepare well to survive in harsh conditions. Both heavy weather and tropical storms demand
crew's preparation and immediate response.
Navigation in heavy weather is defined as conditions with winds of Beaufort Scale 7 or more and a
Significant Wave Height of 4 meters or more. The Master should obtain a forecast for the area of
expected heavy weather. Passage plan should be checked for an estimated time of passing such an
area. If not on weather routing advice already, in case of a severe storm, he may ask for such services
through the operator.
The watch (OOW) officer should collect necessary weather information and navigational warnings and
report it to the Master. During navigation in heavy weather, if there are any sudden changes in climatic
conditions, the OOW should immediately report to the Master.

 In open sea, vessel is normally in auto pilot. It is advisable to change over to hand or manual control
to avoid excessive hunting of the rudder.
 One person should go and check all the oil levels, linkages and other important parameters of the
steering gear in the steering room.
 If one motor is running, switch on other motor and run both of them together to get maximum
available torque to turn the rudder.
 Sufficient man power including senior officers to be present in the bridge.
 It is to be instructed to the crew not to go out on open deck in rough weather.
 All the deck items like mooring ropes, lashing equipments, drums etc. to be stored and lashed
properly after their use.
 All openings in the deck for cargo and other spaces to be kept shut.
 All opening to the accommodation to be kept shut.

HANDLING OF MARINE VESSELS IN PORT AND AT SEA.

Berthing a Single Screw and Twin Screw Ship.
A Single Screw Ship
This is any ship fitted with a single screw right-handed propeller. Manoeuvring a vessel requires an
extra degree of planning compared to a twin screw dock.

Berthing a Single Screw Ship

In this instance, the berth should be approached at approximately a 45 degree angle, and with the bow
pointing towards the midway point of the berth. Assuming that there is little effect of wind or current on
the manoeuvre, the vessel can „sail‟ towards the berth, with minor bursts of ahead power propelling her
towards the berth.

1. A simple but helpful practice is to stop the vessel completely approximately three boat lengths from
the berth. The premise behind this is that it is easy for us to speed up a vessel, but more difficult to
arrest her motion. If we stop the vessel a safe distance from the berth, we can then apply ahead
propulsion as required, but with a greater element of control over her speed towards the berth.

2. As she is „sailing‟ towards the berth, we can use the bowthruster to adjust the angle of the vessel to
the berth. This combined with short bursts of ahead power, and adjustment of the rudder
depending on whether we wish for the vessel to move ahead (rudder closer to amidships) or we
wish for the stern to move towards the berth, in which case we would have the rudder hard over or
close to hard over, in the direction away from the berth. As in the case of the twin screw vessel, we
must balance the amount of power we apply each time we use either the bowthrust, or engine, as
overuse of one will overwhelm and neutralize the momentum of the other end of the vessel.
3. Here is a good point to reiterate the principal difference between a single screw and twin screw
vessel in terms of manoeuvring; We can move the stern of a twin screw vessel laterally without
moving the vessel ahead or astern, by configuring the engines in a particular way. On a single
screw vessel, to move the stern in any direction laterally, will involve some ahead or astern
movement. Quite simply, there is no other engine which we can place in the astern position to
counter the ahead going engine and stop the vessel from moving ahead. The importance of this is
that, from the point at which we begin moving the vessel towards the berth from the three boat
length position mentioned above, we aim to complete the docking manoeuvre without stopping the
vessel until we are alongside the berth. If we find that we must stop the vessel, then we will find
that the amount of engine power required to get the stern moving again will likely result in the
vessel making some headway, and finding herself ahead of her designated position on the dock.
There are of course options such as sending a spring ashore from the bow and using this to spring
the vessel on to the dock, but out aim when manoeuvring such a vessel is to keep the vessel
moving, as slow as we possibly can to allow the docking manoveure to be completed, and also
allow the bowthrust to retain its efficiency,

4. As mentioned above, we aim to approach the berth from an approximately 45 degree angle. As the
bow closes up within approximately 5 metres from the berth, we should apply short bursts of
bowthrust away from the berth, which will have the effect of pushing the bow away from the berth,
but bringing the stern closer to the berth, and ultimately the vessel will end up parallel to the berth.
If we use more than short bursts of bowthrust, we run the risk of creating lateral momentum of the
stern in the direction of the berth. In an ideal situation, as the vessel comes up in a position parallel
to the berth, using the bowthrust to adjust this angle, all we will need to do is apply a small amount
of astern power as the lines go ashore, to stop the vessel, and as such complete a successful
manoeuvre.

5. We are of course at liberty to continue adjusting the rudder position as we are closing the berth, but
on a single screw vessel, this must be done with caution, as if through a combination of rudder and
engine power we find the stern moving rapidly in one direction, if we can not arrest this momentum
with the bowthrust, we will have to use more ahead power with the rudder applied the other
direction to arrest this momentum. This creates the risk that we will have used more ahead power
than we would ideally wish, and the vessel will be forward of her intended position in relation to the
berth.

6. As always, the forces of wind and weather will have an effect on the amount of power we require to
complete a successful docking, but with the overarching principal that we should not aim to
complete the docking any faster than we require to, and if we can complete the manoeuvre at the
slowest speed at which we can efficiently retain control of the vessels movement, then a
successful docking should be much easier to achieve.

Stern-first Unberthing,
1. The initial action will require the placement of extra fenders in the bow area of the vessel, on the
side that is adjacent to the quay. Once this is done, and the mooring lines are singled up to one
 head/stern line and one spring line, a good idea can be to take up any slack on the forward (bow)
spring line, so as to prevent the bow sliding forward along the dock whilst manoeuvring.

2. Once you are ready then to depart, the rudder should be put hard over in the direction of the dock,
and a slight thrust in the direction of the dock should be applied, so as to allow the fenders to touch
the dock. The remaining mooring lines, with the exception of the forward spring, can now be
dropped. Until the remaining sternline and spring are onboard, the engine should not be moved, but
the bowthrust can now be applied with greater force towards the dock. The fenders should prevent
the bow from coming in contact with the dock, but this must be watched at all times to prevent the
risk of damage occurring to the vessel.

3. Once all the lines are onboard, the engine can now be moved to slow ahead. This will have the
effect of pressing the bow further in the direction of the dock, so once again vigilance is required
with fenders. The fendering arrangement should include a number of both secured and „roaming‟
fenders, generally the bowthruster can be eased as desired at this point, because the turning motion
created by the engine and rudder will cause enough force in the direction of the dock, but if wind or
other factors require, it can be retained. At this point, further vigilance will be required in the vicinity
of the spring line, which will come under a lot of tension, as it will be holding the forward movement
of the vessel against the force created by the ahead turning propeller. At this point, the stern will
begin to swing away from the dock, commencing an angle between the vessel and the dock.

4. Once the angle between the vessel and the dock is sufficient for the vessel to depart the dock
without coming too close to a vessel astern, the engine can be stopped, and the rudder placed
amidships. The spring line can be retrieved, and the engine moved to the astern position. The
vessel will now begin to come astern, and the bow will move away from the dock. At this point, the
position of the rudder will not have a great effect in the control or movement of the vessel, given that
the speed of water passing across the face of the rudder is quite low. As the vessel moves astern,
the bowthruster will have more effect in controlling the swing of vessel rather than the rudder.

5. At the point at which the vessel begins to make way astern, the Captain can now decide if he needs
to adjust the angle of the vessel relative to the dock. If there are no vessels in the immediate vicinity
astern of the vessel, the bow can now be thrusted away from the dock further, as by this point, the
distance from the bow to the dock should be increasing due to the stern way, despite that the angle
between the berth and the vessel remains relatively shallow. However, if there is not ample room
astern, there is the option to thrust the bow towards the dock, which at first reading sounds like an
incorrect manoeuvre, but the sternway should ensure that the bow will not come in contact with the
dock, and by thrusting towards the dock, it will increase the angle between the vessel and the dock
to a point closer to 90 degrees. This will result in the vessel requiring less room astern in the vicinity
of the dock to complete its departure.

Bow-first Unberthing,
1. The fenders would be placed on the stern quarter closest to the dock, once again arranged in a
manner that will avoid damage to the vessel from contact with the dock. A similar procedure with the
 mooring lines will take place, but the aft (stern) spring will be the one which will be held to aid in the
manoeuvre.

2. Once the lines apart from the spring are dropped, the manoeuvre can commence, with the
bowthrust being applied in the direction away from the dock, at a low power initially until the fenders
are touching both the vessel and the dock, and then once this is taking place, the bowthrust power
can be increased so as to move the bow away from the dock. During this part of the manoeuvre, the
stern will come closer to the dock, and the fenders will come under a lot of pressure. In this instance,
the more fenders in place on the quarter, the better, and once again a combination of fixed and
roaming fenders are best.

3. A good idea is to set the rudder hard over in the direction of the dock prior to the manoeuvre, it will
have little effect on the movement of the vessel prior to engagement of the engine, but will be ready
to take affect once the engine is placed ahead.

4. Once the bow is in a position where it is at a sufficient angle to the dock to allow departure, the
bowthrust should be stopped, and the engine engaged, slowly ahead to begin with. This will have
the dual effect of stopping the outward swing of the vessel, but primarily moving the stern away from
the dock. The spring can be retrieved at this time, if not already done so, and the movement of the
stern monitored until it is well clear of the dock.

5. Once the stern has moved sufficiently away from the dock, the rudder angle can be reduced (but still
maintained to some degree in the direction of the dock), so as to allow the vessel to move slowly
ahead. At this point, the bowthrust can be applied in the direction away from the dock once again so
as to prevent the bow swinging back towards the dock. Overall, with the bowthrust, rudder and
engine all engaged in the movement of the vessel away from the dock, the vessel will begin to move
ahead, but also bodily in a direction at an angle away from the dock. It will depend on what is in the
vicinity of the vessel with regards to what speed this part of the manoeuvre can take place at. If
there are no other vessels in the vicinity, then the manoeuvre can be carried out in one motion, but if
there are other vessels directly in the berth ahead, it may need to be a more stop-start manoeuvre,
moving the bow out a little, followed by the stern etc. In any regard, there will be forward movement,
but at the slower pace, it is possible to reduce this movement if required. No matter what the
situation, the Golden rule stands: Do not unduly rush the manoeuvre.

A Twin Screw Ship

This is any ship fitted with a single screw right-handed propeller. Manoeuvring a vessel requires an
extra degree of planning compared to a twin screw dock.

Birthing a Twin Screw Ship

1. In this docking scenario, a twin-inboard vessel is hobbling into the marina with its starboard engine
down. The port engine‟s prop turns left-handed in forward, meaning the boat‟s stern will naturally walk
to port, pulling the bow to starboard. Reverse gears and this so-called prop walk will kick the stern to
starboard and the bow to port. The boat needs to back into its slip, which is coming up on the starboard
side. So slow the boat, gently bumping it in and out of gear. Take careful consideration of prevailing
wind and current, and keep at least half a boat length away from the finger pier.

2. Once the pier is about amidships off the starboard side, begin executing your turn. Shift the engine
into reverse with the wheel/rudder centered. Doing so not only will get the boat moving backward, but it
will kick the stern to starboard while pulling the bow to port, slowly aligning the transom with the slip.
Remember: Reverse is your friend in this type of situation, because a boat steers from the stern, and
because aligning the stern is key to a successful docking.

3. The chances of lining up dead straight and stern-to on one maneuver are slim. To tweak your setup,
leave the wheel/ rudder centered and toss the engine into forward, applying just enough thrust to create
momentum so the boat travels in a straight line. Then toss it back into reverse to continue the turn. This
back-and-forth process between forward and reverse may be repeated several times. Much as when
maneuvering a shopping cart in a crowded grocery-store aisle, you will use alternate short bursts of
forward and reverse to “back and fill” your way into the slip.

4. Once you‟ve established the correct angle of attack, back in to the starboard side of the finger pier,
ideally at an angle that leaves the stern slightly canted away from the dock to give some wiggle room,
since the prop walk will tend to pull the stern in that direction. You‟ve made it. Docking a dual-inboard
boat on a single engine is not as difficult as it may seem. But it does require patience and practice to
learn the fundamentals of how a boat responds to the force of propeller torque. Once you‟ve learned
that skill, you can build on it and begin using the rudder to fine-tune your approach.

On berthing a single screw ship and a twin screw ship, please refer to a book “Seamanship
Techniques” by Dj House which can be downloaded from the following link
([Link]

APPLYING RULES OF THE ROAD AND SIMULATION TECHNIQUES TO NAVIGATE IN

DIFFERENT SITUATIONS

Head on situation
A head on situation is a situation when two power-driven vessels are meeting on reciprocal
or nearly reciprocal courses so as to involve risk of collision each shall alter her course to
starboard so that each shall pass on the port side of the other.

Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly
ahead and by night she would see the mast head lights of the other in a line or nearly in a
line and or both sidelights and by day she observes the corresponding aspect of the other
vessel.

When a vessel is in any doubt as to whether such a situation exists she shall assume that it
does exist and act accordingly.

Crossing situation

In accordance with Rule 15 (Crossing situation), when two power-driven vessels are
crossing so as to involve risk of collision, the vessel (vessel A) which has the other (vessel
B) on her own starboard side shall keep out of the way.
In accordance with Rule 15 (Crossing situation), vessel A shall, if the circumstances of the
case admit, avoid crossing ahead of the vessel B.

Crossing situation shall be deemed to exist when a vessel is approaching the other vessel
from a direction right ahead to 112.5° on any side of the vessel except when vessels are
meeting on reciprocal or nearly reciprocal courses.
In crossing situation at night a vessel would be able to see only green or red sidelight and
masthead light (s) of the other vessel.

Overtaking situation
In accordance with Rule 13 (b) (Overtaking situation), a vessel (vessel A) shall be deemed to
be overtaking when coming up with another vessel (vessel B) from a direction more than
22.5 degrees abaft her beam.
In accordance with Rule 13 (a) (Overtaking situation), notwithstanding anything contained in
the Rules of Part B, sections I and II, any vessel overtaking (vessel A) any other vessel
(vessel B) shall keep out of the way of the vessel being overtaken (vessel B).
In accordance with Rule 13 (d) (Overtaking situation), any subsequent alteration of the
bearing between the two vessels shall not make the overtaking vessel (vessel A) a crossing
vessel within the meaning of these Rules or relieve her (vessel A) of the duty of keeping
clear of the overtaken vessel (vessel B) until she is finally past and clear.
In accordance with Rule 16 (Action by give-way vessel), every vessel (vessel A) which is
directed to keep out of the way of another vessel (vessel B) shall, so far as possible, take
early and substantial action to keep well clear.

THANK YOU