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Enhance Berth to Berth Navigation Requires High Quality ENC's – The Port ENC – a Proposal for a New Port Related ENC Standard

Seefeldt D.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

2011

Vol. 5, no. 2

163--166

The Hamburg Port Authority (HPA) was about 42 month, between May 2006 and October 2009, the work package leader for the Port ECDIS work package within the integrated European research pro-ject named EFFORTS (Effective Operation in Ports). The Port ECDIS team was completed by the company's SevenCs (Germany), CARIS BV (The Netherlands) and the ISSUS Martime Logistics / TUHH (Germany). The HPA was responsible for the development of a proposal for a new Port ENC standard which can be used for navigation in ports on board of vessels, in PPU's (Portable Pilot Units), in VTMI-Systems, in a state of the art marine simulator, for port maintenance and other harbor related tasks. Masters and pilots approaching a seaport usually use an Electronic Chart Display and Information System (ECDIS) to obtain the required navi-gational information they need. Also the Harbor Master needs the same up-to-date information for the admis-sion process and to organize a safe and ease navigation in the port area. The common ECDIS standard sup-ports navigation in the open sea and coastal areas; the Inland ECDIS standard was developed for navigation on inland waterways. The chart requirements for maneuvering big ships in confined waters like narrow fair-ways (harbor access channels), turning and harbor basins, for port maintenance (dredging), fairway and chan-nel design and construction work, for TUG operation and for traffic management (VTMIS) are not sufficient-ly covered by the current ECDIS and Inland ECDIS standard with respect to chart scale, accuracy, chart objects, attributes (“object catalogue”, in future "feature catalogue") and topicality and call for a special Port ENC. Managing bigger vessels, increasing traffic, less harbor space, berth organization, dredging purposes etc. requires accurate and up-to-date high-resolution geographic and bathymetric data to provide all necessary information. The Port ENC it is not just about producing better electronic charts (the Port ENC or PENC) to be shown in the navigation displays of various applications. Port-ECDIS addresses user groups of other do-mains as well (maintenance, dredging, planning, simulation, engineering, TUG assistance, VTMIS, voyage or route planning). Often they have the need to look at the data not only as a chart but also in 3D. That means additional data representations are required. The Port ENC must be able to interact with other port related data sources for a more beneficial use and to improve the interoperability of harbor related tasks. The Port ENC could also play a fundamental role in the e-Navigation concept!

The waiting time of the ship on port entrance at required water level

Galor W.

Transport Problems

2008

T. 3, z. 2

11-17

The safety of a ship which manoeuvres within a port area depends to a large extent on the underkeel clearance (UKC). Ports have been built to handle ships of specific maximum parameters. In many cases, however, the existing ports face the need to accept ships larger than those they were designed for. The construction of new harbours is limited by both natural conditions and exceedingly high estimated costs. The main restriction for handling larger ships is the depth of port basins, directly affecting the safety of the manoeuvring ship. The minimum underkeel clearance is most often specified by port regulations as a constant value. However, depending on the prevailing conditions, mainly water level, this required UKC value can be reduced. Thus, ships of larger draft will be allowed to enter. This article / paper present a method of UKC optimization with two restrictions: maximum permitted navigational risk and the time of waiting for sufficient water level. An example has been given in reference to ship's waiting time probability for the port of Świnoujście.

Bezpieczeństwo statku manewrującego po akwenie portowym zależy od wielkości zapasu wody pod stępką (UKC). Porty są budowane do obsługi statków o określonych maksymalnych parametrach. Jakkolwiek w wielu przypadkach istniejące porty stają wobec potrzeby obsługi statków większych niż te, dla których zostały zaprojektowane. Budowa nowych portów jest z jednej strony ograniczona przez warunki naturalne, z drugiej strony zaś przez wysokie koszty. Głównym ograniczeniem w obsłudze większych statków jest głębokość akwenów bezpośrednio wpływających na bezpieczeństwo manewrującego statku. Minimalny zapas wody pod stępką statku jest często określony przez przepisy portowe jako stała wartość. Jednak w rzeczywistości zależy ona od wielu czynników, z których przeważający jest poziom wody, co pozwala w określonych warunkach na zmniejszenie UKC, stąd można osiągnąć większe zanurzenie wchodzącego statku. Referat przedstawia metodę optymalizacji UKC dla dwóch ograniczeń: maksymalnego dopuszczalnego ryzyka i czasu oczekiwania na odpowiedni poziom wody. Podano przykład określania prawdopodobieństwa czasu oczekiwania dla portu Świnoujście.