Ship manoeuvres on existing turning places - when
the ships size reaches the limits of port
infrastructure on the example of Koobrzeg Port
*Note: Sub-titles are not captured in Xplore and should not be used
Lucjan Gucma Kinga azuga
Faculty of Navigation Faculty of Navigation
Maritime University of Szczecin Maritime University of Szczecin
Szczecin, Poland Szczecin, Poland
l.gucma@am.szczecin.pl k.lazuga@am.szczecin.pl
Abstract—Over the last time, the volume of maritime
transported goods has raised dramatically and in parallel the
size of ships under construction is growing, therefore the
technical requirements for ports have been increased. The port
infrastructure lifetime is usually set for more than 50 years,
however new generation of ships are introduced in less than
decades. The paper presents research in Koobrzeg Port, where
there was the need to put into operation larger ships than those
currently operated with almost unchanged port infrastructure.
The presented methodology for the ships manoeuvrability and
ports infrastructure design on basis relation between ships
manoeuvrability and port infrastructure elements, which are
very important especially for the ports with limited
accessibility. The researchers are very relevant to the both
today, and in the nearest future navigational safety, and port
development problems, as well as to the port optimisation
requirements. It is important also, because EU Commission
has announced an active policy to promote safe exploitation of
the marine transportation as well the port development
optimization and they are both important especially in smaller
sea ports. Moreover, the increase of navigational safety should
be as much as possible economic and environmental friendly.
In the paper, the real time simulation methods of ship
manoeuvring have been applied. Following a multidimensional
analysis that took into consideration comfort and navigation
safety of ship manoeuvres in the port, the optimum solution
was proposed. The aim of the researches is to propose the
decision makers the new solutions for the increasing the size of
ships for the Koobrzeg Port.
Keywords— Simulation model, ship manoeuvring, navigation
safety, port infrastructure, turning place
I. INTRODUCTION
The major aim of the study is to perform a navigational
analysis by means of ship manoeuvring simulation methods
for the Port of Koobrzeg and in particular the determination
of maximum ships that can be operated in the Port of
Koobrzeg taking into account two variants without the
serious modernization of the access infrastructure and
determining the conditions of safe operation of ships taking
into account the target vessel with parameters: L=100m,
B=15m, and T=6m. The researches described in this paper
are conducted with use of the real time simulation method
are presented in [1]. The main aim of researches was
concerned with:
1) Determination of:
978-1-5386-9473-2/19/$31.00 ©2019 European Union
Marko Perkovic
Faculty of Maritime Studies
and Transport
University of Ljubljana
Portorož, Slovenia
marko.perkovic@fpp.uni-lj.si
• safety waterways parameters needed for safe
operation of investigated ships,
• turning place diameter with respect to its shape and
depth;
2) Determination of safety conditions of port operation
in respect to:
• admissible meteorological conditions for given kind
of ships and manoeuvres;
• other navigational conditions and limitations like
presence of other ships on berths, use of position
fixing systems on approach, navigational markings,
vessel traffic service.
3) Determination of manoeuvring procedures during
berthing and unberthing for different kind of ships and
propulsion systems.
The major problem that this paper will be focused on the
size and shape of turning places and its safe operation
assessment with the ships that outgrows the designed
infrastructure and port regulations. In such cases the
simulation method is one of the most suitable to solve this
problem. Several problems when ships outgrows the capacity
of port infrastructure have been identified by Perkovic et. all
[2]. Some of them were presented in the form of guidelines
[3, 4, 5, 6] and to some national and regional policy was
identified [7]. Ports are also the subject of strategic risk
assessments [8, 9]. Technical systems like Pilot Portable
Units (PPU) or Laser Docking Systems – LDS [10] are
introduced to increase the safety and they could be
sometimes the condition of large vessel admittance policy in
ports. From the other side dedicated systems are used to
metocean conditions monitoring in the vicinity of ports [11].
Koobrzeg Port (Fig. 2) is a medium polish port located
on the Baltic Sea serving over 100 merchant ships per year
with fishing and pleasure craft traffic. Maximal length of
ships before the presented researches was L=85m with
several operational and weather restrictions.
 Fig. 2. The flowchart of the research procedure applied in this study

III. REAL TIME MANOEUVRING SIMULATION METHOD –

LIMITED TASK SIMULATOR
The real time simulation interactive method with captains
and pilots engaged in ships manoeuvring trials was applied.
This method is assumed as most reliable and suitable in this
kind of research studies [12]. The so-called limited task
simulator with 2D display was utilized in the researches. The
simulator is made and owned by Maritime University of
Fig. 1. Koobrzeg Port turning basin.
Szczecin [12, 13]. The hydrodynamic models used in this
As a design ship (named in this study as m/s Komax) is simulator is based on detailed and exact characteristics
the general cargo ship of 100m length. The ship was selected parameters of hulls, propellers and steering devices are
according to port economic analysis and their needs as the known. Additionally real manoeuvring characteristics are
typical Baltic Sea coaster. The essential parameters of design used for validation of models. The model of m/f Komax
ship are presented in the Tab. 1. used in researches is based on modular methodology where
all influences like hull hydrodynamic forces, propeller drag
and steering equipment forces and given external influences
TABLE I. MAIN PARAMETERS OF DESIGN COASTER OPERATED ON are modelled as separate forces and at the end summed as
THE BALTIC SEA AREA [DETERMINATION 2016]
perpendicular, parallel and rotational ones [14].
Parameter m/f Komax
Length 100 m
Breadth 15.0 m
Draft 5.0 m
Engine power 2,700kW

Propeller fixed pitch propeller, right

handed
Speed approx. 11 kn. at 90%

Bowthruster 250kW

II. PROPOSED METHODOLOGY

The procedure applied here is dedicated to existing port
turning basins where only small changes and modernisations
could be done or the operational requirements could be
applied (Fig. 2). The so called “additional safety measures”
mentioned in the flowchart (Fig. 2) could be grouped as
related with:
1) operational conditions (e.g. decreasing the limit speed
wind of operation);
2) infrastructure modernisation (e.g. dredging works);
3) changing ship parameters (e.g. decreasing length,
increasing requirements for bowthruster);
4) safety precaution measures (e.g. installing additional
fenders, requiring more powerful tugs).
Fig. 3. The main functional diagram of simulation model applied in this
study
The functional idea of the ship manoeuvring simulation
model is presented in Fig. 3. Interface of model is typical 2D
nautical chart – like interface (Fig. 4). The interface covers
information of ships state (position, course speed, yaw etc),
quay and shoreline location, navigational markings,
soundings, external conditions, tug, and line control and
control elements of the model. The model is implemented in
Object Pascal with use of Delphi™ environment and Visual
C™ with use of C++ language. Limiting to the usual 3DOFs
(the horizontal planar motion), the ship movement over the
ground (thus the so-called dynamic effect of the water
current is introduced) is given by Artyszuk [14]. The most
 important here is verification of ships hydrodynamic model
[15]. Usually the process is made to achieve less than 10%
error between model and real ship in selected trials like
turning trial, zig-zag and stopping – acceleration [12].
Fig. 4. The GUI of simulation model (tug control panel activated)
IV. STATISTICAL METHODS OF DATA PROCESSING
Ship real time simulators are very widely used today
especially for training purposes. The hydrodynamic models
are becoming more and more reliable. Without efficient
statistical data processing, it is not possible to draw proper
conclusions from the conducted experiments. Usually
different kind of data processing analysis is applied in case
when horizontal and vertical ships movement is considered.
A. Safe manoeuvring areas – method of
simulation result data processing
The most important factor is safety horizontal area
needed for navigators for performing manoeuvres [12, 16].
In single series of simulation trials, the several ships paths
(two-dimensional area, which occupies the ship in a single
passage) can be obtained which depends on the number of
performed experiments. Statistical processing of the
simulation results allows determining the statistical
parameters necessary to determine the safe manoeuvring area
(SMA).
The characteristic values for the examined waterway are
areas occupied by ships determined at the level of (Fig. 6):
1) maximum (extreme ships positions in all trials),
2) average (defined as mean SMA),
3) on given confidence level (defined as SMA).
Analysis of simulations results, leads to determination of
horizontal safe manoeuvring area parameters. In simulation
tests, these parameters are determined based on width of the
ship’s traffic lane, which is the area occupied by a single,
ship during performing specific manoeuvre. Traffic lane (so
called PATH) is defined for given, specific ship and
manoeuvre, whereas safe manoeuvring area (SMA) is a term
given to the different ships and manoeuvres (Fig. 5). The
figure shows that safe manoeuvring area (SMA) exceeds
available water area (AWA) and violates navigationally
dangerous area (D) what results in necessity of introducing
some changes (like dredging works) to avoid potential
accidents.
Fig. 5. Definition of the ideas connected with horizontal areas taken by
ships (PATH – lane of single ship, AWA – available water area, SMA –
safe manoeuvre area on the required confidence level, D – navigational
danger)
Safe manoeuvring area is the area in which the
probability of collision of the ship with the edge and/or the
bottom, is on the assumed, high level. In the polish
maritime waterway studies, usually 95% is applied in typical
operations and 99% in more critical operations such as in
presence of passengers of dangerous cargo [13]. Condition
of safe navigation shall fulfil dependency:
d i α ≤ Di
(1)
where:
Di – width i-th point of the waterway at the bottom for
safe depth,
diα – width of safe manoeuvring area on defined
confidence level (1 − α).
It should be noticed that general population with infinite
number are all possible simulation trials of particular ship on
the water area at the same hydrometeorological conditions.
Whereas, sample will be the series of simulation trials
conducted appropriate number of times at the same
conditions. The width of the safe manoeuvring area of the
ship is the range, which contain specified as a percentage
part (fraction) of the population general. It can be defined
accordingly to dependency that takes advantage with range
of confidence term:
diα = mdi + kασ pi + kασ li (2)
where:
mdi = m pi − mli (3)
or according to equivalent dependence in the form of:
d iα = d ipα − d ilα (4)
for
d ipα = m pi + kα σ pi (5)
and
d ilα = mli − kα σ li (6)
where:
 • diα–width of the safe manoeuvring area at i-th point of make the turn through the port side of ship and turn with use
the waterway defined on the confidence level (1 − α). of the available tug of 4T bollard pull.
• mdi –mean of the safe manoeuvring area width;
• kα–factor dependent on fraction of general population
p, which should be taken into estimation (for SMA
95% assumed as k = 1,96);
• mli, mpi – mean from maximum distance of ship’s
points to the left from i-th point of the waterway;
• σli, σpi – standard deviations of maximum distance of
ship’s points to the left from i-th point of the
waterway;

L=
• dilα, dipα –width of the right and the left safe

10
0m
B=
16
manoeuvre area at i-th point of the waterway at

,
5m
defined confidence level (1 − α).
The overall approach to probabilistic method of safe
manoeuvring area determination is shown on Fig. 6.

Fig. 7. The tactical plan of turning manoeuvre in Port of Koobrzeg

Current speed of the Parsta River was modelled as

typical of mean value 1kn outbound. Wave effects was
neglected. In all series the moored ships was presented but
they were modelled as “soft” which means that ships model
could move over the moored ship without the effect of
collision. This gives opportunity to analyse also the passages
when the collision occurs. The captains performing
simulations were informed about this and asked to avoid as
much as they can to “sail over” moored ships. In total 5
experiences captains and one pilot were performing the
simulations. The 17 ship passages were performed for each
simulation series, which make 85 simulation runs in total.
Single turning manoeuvre is presented in Fig. 8.

Fig. 6. Probabilistic method of defining the safe manoeuvre area (SMA)

and the probability of ship outside the available water area (AWA)

V. RESEARCH PLAN AND CONDUCTING THE RESEARCHES

The following four simulation series have been planned
and then conducted as representative to the research
problem:
1) zero wind conditions – for validation and comparing
of manoeuvring areas;
2) entrance to the port with wind W 10m/s;
3) entrance to the post with wind E 10m/s;
4) departure from port with wind W 10m/s;
Fig. 8. The single simulation passage – turning ship in presence of moored
5) turning manoeuvre with wind SE 10m/s. ship on Barkowskie Quay

This paper shows the results of last series of simulations

which the aim was to determine safety conditions of turning VI. RESULTS OF SIMULATION RESEARCHES
manoeuvres in typical outgoing current (Fig. 7) and SE wind All the simulation trials have been conducted by skilled
of speed 10m/s. The tactical plan for this manoeuvre was to captains and pilots having experience in this kind of ships
and manoeuvres. The simulation data have been recorded Quay) therefore the multiplication factor for analysed ship
and analysed. Analysis of simulation results was performed (L=100m) is 1.4.
in basis of one only criterion: horizontal safe manoeuvring
area on 95% level of confidence as typically used in TABLE II. CHOSEN RECOMMENDATIONS TO TURNING PLACE
maritime operations [12, 5] according to presented DIAMETER
previously method. The results of the turning manoeuvre
Source Applicability Parameter
series are presented in Fig. 9. The mean diameter of tuning
circle is Dm=102m, mean standard deviation of ship position Polish regulations Modernisation, manoeuvring with 1.6L
in turning circle is s=8m and SMA at 95% of confidence is tugs
[Kornacki & Galor
D95%=134m. The 3 critical points have been found and 2007] New design, manoeuvring with 2.0L
marked as A, B, and C. The probability of not touching the tugs
port infrastructure (A and B) and moored ship (C) as follows:
PA= 0.991, PA= 0.989, PC= 0.994. Therefore, it was proposed ASCE 1.2L for current less than 0.5kn, 1.2 – 1.5L
to reduce the maximum length of ship to L=90 with presents [Mc Cartney 2005] 1,2L – 1,5L for current from 0.5kn
of moored ship of breadth B=15m in Barkowskie Quay (Fig. to 1,5kn
7). Paulauskas ship turning with thrusters 1.25L
(ferries)
[Paulauskas 2010]
Japan Standards small ships with tugs 1.5L
[Technical 1999]
Japan Standards large ships with tugs 2.0L
[Technical 1999]
PIANC Guidelines concept design 2.0L
[PIANC 2014]

VII. CONCLUSIONS
Fig. 9. Manoeuvring areas of examined coaster ship of L=100m with use
of tug and bow thrusters in the Port of Koobrzeg.
A. Recommendations to turning places
The major parameters of turning places are its diameter
and in case of the ellipsoidal shape its a and b axis (applied
usually when current occurs). Usually the b axis of turning
place is determined as the distance which could be covered
by ship and tug escort during manoeuvre [17]. There are
following major factors affecting the turning place
dimensions (diameter):
• length of ship, its kind of propulsion and thrusters
available;
• tugs capacity including its number, power, and length
of the lines;
• current direction and speed;
• wind direction and force.
There are several recommendations to turning place but
usually they overestimates the turning place diameter and
could be used only for preliminary design [3, 5, 18, 19, 20,
21, 22, 23]. Very detailed analytical methods of turning
placed diameter estimation is presented by Paulauskas [18].
The chosen recommendations result are presented in Tab.2
where the so called ship length multiplication factor is
presented. The analysis of presented guidelines and
regulations varies for analysing turning basin in Koobrzeg
from 1.2L to 2.0L. In analysed case study the total place for
manoeuvring is 140m (without moored ship at Barkowskie
Presented study showed the potential usability of real
time simulation methods for increasing operational capability
of existing ports and for creation and adjusting of the port
regulations in quantitative way. The analysis of existing
standard for turning basins design in ports showed large
uncertainty to the so called multiplication factors of ships
length. Therefore these numbers shall be used for concept
design and final one shell be done with use of simulation
method, as presented here. It’s even more important when
cost of dredging works will be taken into account. Such costs
are usually close to the linear function of ships length.
The real time simulation method, and applied here
limited task simulator proved its usability in port
modernisation works to increase the benefits of port
operations without reducing the navigational safety level.
The example following precautions shall be taken into
account when planning and executing simulation
experiments:
• Simulators are widely used tools but verification shall
be made on the beginning covered especially the
simulation hydrodynamic model and
hydrometeorological conditions to adjust them as
much as possible to the reality.
• The simulation method is often used as so called
“single ship passage study” so the results are based on
single or very small group of simulations without
statistical data processing and without the plan of
experiments. Such approach is not acceptable and the
results achieved in such way, even by sophisticated
models, are questionable.
• Very good link shall be established between pilots
with good local knowledge for validation and as local
knowledge foundation.
 • So-called Super Captain (the person who knows very
well simulator and its limitations and has significant
knowledge about ship manoeuvring) shall be asked
for final validation of all simulation setup.
ACKNOWLEDGMENT
This research outcome has been achieved under the grant
No. 1/S/CIRM/2016 financed from a subsidy of the Ministry
of Science and Higher Education for statutory activities
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