Full-mission tug simulation & tug modelling

advanced and interactive tug simulator set-up

360o full-mission tug bridge

Advanced interactive tug facility FORCE Technologys interactive tug simulation facility is among the largest and most advanced in the world. Three fully modelled tugs can be handled from individual simulators and connected to one fully modelled assisted vessel handled from a separate fourth simulator. Simulations involving coupled simulators allow you to simulate the forces between the assisted vessel and the tugs, the wash effect from the assisted vessel etc. If there is a requirement for using additional tugs FORCE Technology has the possibility of using advanced vector tugs that would be operated at the most non-critical positions.

The ability to couple two or more simulators with a very high degree of realism allows you to simulate complex tug manoeuvres and tows in a vast amount of different scenarios, for example: Test escort and berthing operations with models of specic tugs and assisted ships Perform advanced training of present and future tug masters, pilots and others involved with tug operations Test and train complex towing operations involving for e.g. offshore structures and towing

Perform complex engineering studies where number, size and type of tugs for a given operation can be investigated using our full-mission tug simulator system And much more

The system is based on FORCE Technologys own SimFlex Navigator simulator system.

Figure 1. Conceptual display of full mission tug simulator set-up.

As depicted in gure 1 the tug simulator set-up comprises of the following elements: A full-mission tug simulator Two tug cubicles (with possibility of 3D view using advanced googles) A full-mission simulator representing own ship, for example a LNG carrier or other vessels Operators Control Centre (OCC) - including vector tug station - control of trafc ships, weather etc.

Details of these elements are described in the following sections.

Figure 2. Tug Control Panel for Vector Tugs

Full-mission tug simulator The full-mission tug simulator can be set-up at either Bridge A (see gure 5) or Bridge H (see gure 3) with both simulators providing a 360 horizontal eld of view. Depending on the tug type to be simulated the bridge is equipped with the following propulsion controls: Manoeuvring control for a conventional tug Two handles for control of the azimuth propellers on ASD tugs One set of controls for speed pitch and steering pitch Controls for Rotot Tug propulsion Controls for Voith-Schneider propulsion Thruster controls

For all types of tugs a winch control device is installed. Figure 3 shows a front view from the full-mission bridge simulator (Bridge H) set-up with ASD and VSP controls, joystick for winch controls and monitors giving information on for example load on the towing line. The different set of controls are easily interchangeable in order to minimize time delays when changing the type of simulated tug during for example engineering studies. The berthing display, gure 4, will show an overview of the berthing/unberthing operation. The data information area on the right will display details such as e.g. the assisted ships approach speed, angle of approach, towline forces and direction.

Figure 3. Full-mission tug bridge layout

Figure 4. Electronic chart and Tug Info Display

Figure 5, Bridge A, a full 360 simulator. Overview

Tug cubicles The tug cubicle set-ups are shown on gure 6. The set-up includes ASD and VSP handles, winch control, visual view, conning display, electronic chart, a tug control panel operated by means of keyboard and mouse and a VHF radio. It is also possible to integrate Rotor Tug handles.

Figure 6, Tug cubicle

Figure 6, Tug cubicle with 3D capability

Operators Control Centre The SimFlex Operators Control Centre, OCC, is the instructors interface to the simulators and from here he supervises and interacts with the simulation. The instructor is able to control all aspects of a simulation such as start-up, system initialization, conguration of simulator set-up, supervision and interaction with exercises from the OCC. At the OCC the Operator can monitor the manoeuvres of each of the simulators in use and see the bridge and the Ofcers through video cameras.

Figure 8, Operators control centre

Tug mathematical modelling FORCE Technology possesses a profound knowledge in model testing and mathematical modeling of ships and offshore structures. The know-how is based on more than 50 years of manoeuvring model tests. In the past FORCE Technology has modeled any type of vessel and offshore structure in the towing tanks and in the ship simulators. Likewise, FORCE Technology has been involved in tests and modelling of almost any type of propulsion system, including water jets, pod units, thruster units, Voith-Scheiner units, CRP thruster units, etc. FORCE Technologys tug models include various effects in order to maintain realistic interaction with the assisted vessel including, but not limited to: Fender hull interaction (various fender types) Wake effect from assisted vessel Tug heel Interaction between the propulsion devices of the tug Wash effect in visual scene Specic towline elasticity and damping, break load, catenary curve Advanced ship-ship interaction along the hull of the assisted vessel
Figure 6, Tug cubicle

Model tests have been carried out to establish the hydrodynamic coefcients, which subsequently were used in the simulator to dene the mathematical model of the tug. Tests have been carried out in 4 DOF (Direction of freedom) in our specially designed tug arrangement (g. 9). The test program was arranged so that the essential areas in the four quadrants have been covered in order to represent the vessels manoeuvring characteristics properly. The mathematical model consists of two main elements (devices): Bare hull including deep water and shallow water hydrodynamics, added mass and damping coefcients Thruster units (including thruster forces, interaction effects with the hull, and thruster-thruster interaction). The mathematical ship model also contains: Description of ships mass and inertia Aerodynamic forces (derived from our database of wind tunnel tests) Wave-induced seakeeping code) Engine characteristics and combinatory diagram Bank interaction effects Hawser and winch module Fender module Loss of thrust due to waves (simple model based on operator experience). motions (based upon 3D panel

Generic ASD tug module Based upon an extensive development program FORCE Technology has developed a generic ASD tug mathematical model. As a basis for the ASD tug numerous captive models test has been carried out in order to dene the relevant and important hydrodynamic properties of an ASD tug.

Generic VSP tug module In addition to the mathematical model for the ASD tug FORCE Technology has prepared a generic VSP tug model. We have prepared a physical model and performed manoeuvring model tests (PMM) in order to establish the hydrodynamic properties for a typical VSP tug. The VSP mathematical model consists of two main elements: Bare hull including deep water and shallow water hydrodynamics, added mass and dampening coefcients VSP units (including VSP forces, interaction effects with the hull and VSP-VSP interaction). Description of the VSP unit forces and interaction effects with the hull has been provided by the manufacturer of the VSP units, Voith Turbo Marine GmbH & Co. The VSP models are approved and certied by Voith Turbo Marine GmbH & Co. Rotor tug module The latest new building of the FORCE Technology tug eet is a generic Rotor tug model. The hydrodynamic properties of the model are based on model tests for similar models performed in the FORCE Technology deep water towing tank and data provided by KST B.V. The mathematical model of the Rotor tug consists of two main elements: Bare hull including deep water and shallow water hydrodynamics, added mass and damping coefcients Azimuthing propeller units including thruster-thruster interaction effects The model has been tested and approved by experienced Rotor tug masters.

Accuracy of tug models There are basically two ways of producing a mathematical model of a specic tug: Based on a generic model and experience of tug skippers, naval architects and tuned against trial data Based on model tests and tuned against available trial data Method 1 By this method the generic mathematical model is reused in non-dimensional format by using the dimensions of the actual tug to unpack the tables of forces. Instead on the traditional simple non-dimensionalisation scheme using Lppn, a more physical scheme is used. This scheme uses for example the underwater lateral area. This means that dimensions and areas are correctly modeled, whereas special hull forms and/or appendages such as unusual skegs are not fully modeled in the lack of specic test data. However, if model test data is available for instance from a similar vessel, this can also be incorporated thereby enhancing the accuracy of the model produced by this method. Models produced in this manner will have sufcient high accuracy for training purposes and for providing indicative results for studies involving evaluation of the performance of a specic tug or where e.g. different types and sizes are compared in order to nd the best solution or strategy for a specic operation. It takes approx. 3 weeks to produce a mathematical tug model using this method. Method 2 A scaled physical model of a specic tug inclusive all appendages is manufactured and tested in our towing tank with the Planar Motion Mechanism. The outcome is used to produce an accurate mathematical model with specic hydrodynamic forces found during the tank tests. This method provides the highest accuracy level and is necessary if there is a high demand for being able to provide a more precise basis for decision making when evaluating a specic tug or e.g. comparing various specic tug types and sizes. This method is more expensive compared to method 1 due to the model production and tank tests. It takes approx. 7-8 weeks to produce a mathematical tug model using this method.

Visual model of ships Visual model of the LNG carrier and the tugs have been generated based on photo texture techniques. The level of details is adequate for both engineering and training purposes.

Figure 12. Illustration of LNG carrier and ASD tugs.

Reference to National and International Standards FORCE Technologys simulator centre, DanSim, is recognized by the Danish Maritime Authority (DMA) as a maritime training institution. The development and implementation of training courses are conducted in full compliance with the Danish Maritime Authoritys guidelines for Quality Management of Maritime Training and Education and STCW 95.

Further, FORCE Technology is approved by DMA to conduct fullmission simulator courses. FORCE Technology is also certied by DNV as a maritime simulator centre complying with DNVs rules for Maritime Simulator Centres. Finally, the simulator product SimFlex also holds a DMA certicate as an STCW95 compliant Radar and ARPA simulator. Reference is made to AU 3/01 and AU 4/01 and to regulations set forth in STCW95 A-I/12 and B-I/12.

Further information Peter Krogsgaard Srensen, tel. +45 72 15 78 62, email: pks@force.dk or Jesper Hvolbl Nielsen, tel. +45 72 15 77 63, email: jnx@force.dk Address: FORCE Technology, Division for Maritime Industry, Hjortekaersvej 99, DK-2800 Kgs. Lyngby, Denmark Subject to changes without notice.

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