Scientific Journals Maritime University of Szczecin Zeszyty Naukowe Akademia Morska w Szczecinie 2012, 29(101) pp. 164 173 2012, 29(101) s. 164 173 Ships ocean route programming Programowanie tras statków na oceanach Bernard Wiśniewski Maritime University of Szczecin, Institute of Marine Navigation Akademia Morska w Szczecinie, Instytut Nawigacji Morskiej 70-500 Szczecin, ul. Wały Chrobrego 1 2, e-mail: b.wisniewski@am.szczecin.pl Key words: ship s ocean routes, programming, methods Abstract The methodologies, planning procedures and integrated seas and ocean routes programming are presented. In programming of the most convenient route current and forecasted weather conditions, criteria and restrictions, speed and fuel characteristics of ships on waves and wind, computational methods and algorithms, navigation aids generating a route recommendation penetrate themselves. These elements when properly identified and adopted allow the master for effective ship s course and speed decision making. Słowa kluczowe: trasy oceaniczne statków, programowanie, metody Abstrakt W artykule zaprezentowano metodologie i procedury planowania oraz zintegrowanego programowania tras statków na morzach i oceanach. W programowaniu najdogodniejszej trasy brane są pod uwagę takie czynniki, jak bieżące i prognozowane warunki pogodowe, kryteria i ograniczenia, charakterystyki prędkościowe i paliwowe statków na fali i wietrze, metody obliczeniowe i algorytmy, systemy wspomagania nawigacji, wypracowujące rekomendację trasy. Te elementy, poprawnie określone i przyjęte, pozwalają kapitanowi statku na efektywne podejmowanie decyzji co do kursów i prędkości statku. Introduction For ship s master some questions are fundamental: how in the most conveniently way reach the destination, how to keep the ship s-, cargo s- and people safety, how to transport the cargo without any damage or loss, how to realize the most efficiently sea voyage (fuel efficiency, voyage time minimization, charter contract conditions fulfilling, etc.). The problem of planning and forecasting of ship s sea voyage is still present due to changing environmental conditions in which the ship sails as a control object. It could say that the sailors and ships navigators are always interested in choosing the best shipping route beginning from historic times, even mention the Phoenicians, the sailing vessels and steam engines vessels routes, internal combustion engine vessels routes, to the present. The purpose of this study is to present in a comprehensive way the problem of ship s sea route planning and programming in order to integrate the interpenetration of weather conditions issues, ship s movement parameters and ocean route s navigational aspects. The methodology and procedures The sea voyage s programming consists of two stages: A. Static scheduling based on all available navigational aids before the voyage (route s plotting on operational maps, return points determination, KDd taking into account the seasonal routes variants); B. Dynamic route s programming from departure from the quay or from the pilot s disembarkation, taking into account changing weather conditions, guidelines and restrictions which may correct the previously planned route. Ship s route planning and programming schema and the procedures order are shown in figure 1. 164 Scientific Journals 29(101)
Ships ocean route programming Seasonal weather Voyage s data input: port of departure and arriving the estimated time of departure ship s characteristic Navigation publications Phase A Ship s owner recommendations and restrictions Static route s planning before the voyage Navigation Support Systems (ECDIS) Phase B Seasonal route determined before the voyage, based on navigational publications Current weather data (analysis and forecast) Algorithms and computational methods due to criteria Dynamic voyage s programming during the voyage Ships speed and fuel characteristics on wind and waves Navigation Support Systems (ECDIS, SPOS, OPTY, Cyclone ) Current route s verification Decision-making by the master The ongoing voyage Fig. 1. Ship s sea voyage planning and programming schema Rys. 1. Planowanie i programowanie trasy morskiej statku schemat Current weather data analyzes and forecasts Nowadays, regardless of ship s class, the weather is still a significant problem, affecting the voyage s economic efficiency and in result the company s financial results. The increase of extreme weather conditions incidents directly affecting the navigation safety and ship each individual is of special concern [1, 2, 3]. In the last decade, the fleet captains and owners are more interested in ocean routes improvement of merchant ships, what is done by taking into account, inter alia, changing weather conditions. A sign of this interest is a common ships supply in receiving weather maps equipment, the use of nomograms to determine the vessels safe speed, carrying out experiments with terrestrial weather ship s tracking centers and use of software on board during the exploitation (e.g. SPOS Ship Performance Optimisation Sytem) [4, 5]. In figure 2 an example of SPOS weather demonstration with marked routes variants is illustrated. The presentation of several elements such as weather helps the user to analyze the impact of these conditions on the proposed ship s voyage route. Ship s speed characteristics In addition to data from analyzes and weather forecasts an important value needed for the calculation of ship s route dynamic programming is to adopt a ship s speed characteristics on wave Zeszyty Naukowe 29(101) 165
Bernard Wiśniewski Fig. 2. Current weather conditions example [own work with the use of SPOS] Rys. 2. Bieżące warunki pogodowe przykład [opracowanie własne z wykorzystaniem systemu SPOS] [kt] Wykres rozrzutu wiele zmiennych względem hf 16 [kn] 14 12 10 8 6 4 2-2 0 2 4 6 8 10 12 14 hf 0º 45º 90º 135º 180º Wave s Wave s angle on the bow Wave s Wave s angle on the bow 0º = 13.9961 0.1969 h 0.1514 h 2 + height h [m] 180º 135º 90º 45º 0º height h [m] 180º 135º 90º 45º 0º +0.0072 h 3 + 0.000038116 h 4 0 14.0 14.0 14.0 14.0 14.0 7 12.1 11.1 9.8 8.7 7.8 45º = 13.9878 0.0927 h 0.1149 h 2 + + 0.0009 h 3 + 0.0003 h 4 1 14.1 13.9 13.8 13.8 13.7 8 11.2 10.1 8.6 7.6 6.6 90º = 13.9967 0.1236 h 0.0171 h 2 2 14.1 13.9 13.6 13.4 13.1 9 10.1 9.0 7.4 6.5 5.5 + 0.0128 h 3 + 0.0008 h 4 3 14.1 13.7 13.2 12.7 12.2 10 9.0 8.1 6.3 5.5 4.5 135º = 13.9983 0.0633 h + 0.0332 h 2 4 13.9 13.3 12.6 11.9 11.3 11 8.1 7.3 5.2 4.7 3.7 + 0.0196 h 3 + 0.0011 h 4 5 13.5 12.7 11.9 11.0 10.2 12 7.4 7.0 4.5 4.1 3.1 180º = 14.0078 + 0.0045 h + 0.0629 h 2 6 12.9 12.0 10.9 9.9 9.0 + 0.0223 h 3 + 0.0011 h 4 Fig. 3. Ship s speed characteristic (example) speed curves in knots and numerical data Rys. 3. Charakterystyka prędkościowa statku (przykład) krzywe prędkości w węzłach i dane liczbowe 166 Scientific Journals 29(101)
Ships ocean route programming Wind s speed W p [kn] Wind s angle on the bow 0º 45º 90º 135º 180º Wave s height h [m] Wave s angle on the bow 0º 45º 90º 135º 180º 0 100 100 100 100 100 0 100 100 100 100 100 10 98 98 99 100 101 2 95 97 98 99 100 20 95 96 98 101 103 4 85 89 92 94 96 30 91 93 97 102 105 6 70 76 81 84 88 40 86 89 96 103 107 8 55 60 65 69 75 50 80 85 95 104 109 10 40 46 50 54 60 60 74 81 94 105 110 12 30 35 40 44 50 % V 0 Wind s speed W p [kn] Cumulative wind s and wave s coefficients W p [kn] h [m] 0º 45º 90º 135º 180º 0 0 100.0 100.0 100.0 100.0 100.0 10 2 93.1 95.1 97.0 99.0 101.0 20 4 80.8 85.4 90.2 94.9 98.9 30 6 63.7 70.7 78.6 85.7 92.4 40 8 47.3 53.4 62.4 71.7 80.3 50 10 32.0 39.1 47.5 56.2 65.4 60 12 22.2 28.4 37.6 46.2 55.0 % V 0 % V 0 Wave s height h [m] Wave s height h [m] Wind s speed W p [kn] Fig. 4. Load ship s speed characteristic (44 thousand DWT) in V 0 % example Rys. 4. Charakterystyka prędkościowa statku z ładunkiem (44 tys. DWT) w % prędkości od V 0 przykład and wind and vessel s fuel ratios [1, 5, 6, 7]. The combined effect of wind and waves on ship comes down to change its speed in relation to that which ship has by the given propeller rotation on the calm water (V 0 ). Wind pressure on the floatage (vessel s surface over water) generates additional forces acting on ship, which depend on wind s speed and wind angle on the bow. Waving gives formation to wave resistance especially wave s height and its angle on the bow. In addition, the cumulative impact of wind and wave is dependent on the vessel s design characteristics, hull s form, the load condition and displacement [2, 3, 8]. Similarly, these weather factors and ship s features affect the ship s fuel factors. In figures 3 and 4 some examples of dry bulk vessels speed characteristics are presented [6, 7]. Route s selection criteria and limitations Voyage s planning takes into account the criteria for the selection of the best route and restrictions [6, 8, 9, 10, 11, 12]. Criteria: Profit Z = F K z K 0 (t) K p (t, V s ) where: F freight, K z loading and unloading costs, K 0 overhead costs of the ship s owner, K p cost of fuel; Security; The minimum time; Fuels Voyage s comfort; Keeping the cargo in undamaged condition. Zeszyty Naukowe 29(101) 167
Bernard Wiśniewski Fig. 5. Recommended shipping corridors in the Gulf of Aden due to threat of piracy and terrorism [Source: BA6609 chart Antipiracy planning chart Red Sea, Gulf of Aden and Arabian Sea, www.icc-ccs.org] [9] Rys. 5. Zalecane korytarze żeglugowe na Zatoce Adeńskiej z uwagi na zagrożenie aktami piractwa i terroryzmu [źródło: mapa BA6609 Antipiracy planning chart Red Sea, Gulf of Aden and Arabian Sea; www.icc-ccs.org] [9] Limitations: separation zones, restricted waters, military operations zone, piracy, and other. For company the most important criterion, which affects the cost of fuel and voyage time, is the profit s criterion [6]. For master the most important criterion is to preserve the safety of the vessel, cargo and people, which should be included in the vessel s speed characteristics. Next, the master may take into account other criteria. For the voyage s planning there is always a problem how to identify constraints and their importance [8, 9, 11, 12]. An example of such constraints may be, e.g. waters threatened by piracy and terrorism (Fig. 5). Starting the calculations and determining the best navigation route an exemplary quality indicator is very often time of transition, which for optimal route reaches a minimum value, i.e.: T = min {T} u where: u control s variables; collection of admissible controls set by the control s limits, and indirectly by reducing the state s variables. Limitations: N = N dop (φ, λ, u, t) (φ, λ, u, t), the variables φ, λ, t can be regarded as state s variables, and course u as control s variable. State s limitations: land, prohibited waters, areas of intense wave action, etc. O i (φ, λ, t) 0 for i = 1,2,3,,i Control s limits: O j (φ, λ, t, u) 0 for j = 1,2,3,,j Understanding O j as the function describing the j-th constrains of control s variable. They depend on the state s variables and determine the permissible courses depending, e.g. on deck flooding, degraded stability s conditions. Computational methods and instance of the algorithm For the calculation and selection of the most convenient route algorithms using the directed graph method, isochrone method, and evolutionary algorithms discussed extensively in the literature [5, 6, 8, 13, 14, 15, 16, 17, 18] are applied and presented in the paper in figures 6, 7, 8. Fig. 6. Exemplary routes course set out with the use of directed graphs in OPTY system Rys. 6. Przykładowy przebieg dróg wytyczonych z zastosowaniem grafów skierowanych w systemie OPTY [6] 168 Scientific Journals 29(101)
Ships ocean route programming START Data entry: digital weather data ship s speed characteristics water s parameters including prohibited areas coordinates of the origin and destination program s operating parameters (number of individuals, number of generations, number of individuals subject to crossover, mutation rate) Create an initial route s population Shipping time s calculation on particular routes i = 1 Crossover operation application on the routes population Mutation operations application on routes population Shipping time s calculation on particular routes (individual parental) Routes s selection to new population i = i + 1 i < number of generations Results presentation STOP Yes Fig. 7. Block diagram of searching the minimum-time based on evolutionary algorithms in OPTY system [17] Rys. 7. Schemat blokowy programu poszukiwania drogi minimalno-czasowej oparty na algorytmach ewolucyjnych w systemie OPTY [17] Navigation support systems on the example of SPOS and Cyclone program SPOS has two functions: provides current weather information by presenting them to the user in the form of analyzes and forecasts charts to 216 hours; allows ship s route programming taking into account weather data and vessel s speed characteristic [4, 5, 7]. CALM SEA SPEED (KNOTS): 13.0 Currents: yes Data files: 990910q.000; 990911q.000; 990912q.000; 990913q.000; 990914q.000 Valid time (h): 11 COEFFICIENT OF FUEL CONSUMPTION: Ko = 0.200 HOURLY FUEL CONSUMPTION FOR AUXILIARIES (kg/h) = 100 Calculated data for: GRC LOX REC Route [Mm] 3490.50 3565.42 3539.70 Time [h] 278.48 274.18 274.11 Av. Sp. [knots] 12.53 13.00 12.91 Diff. Co. 1. 0.53 0.26 0.34 Great circle fuel consumption: Loxodromic fuel consumption: Optimal route fuel consumption: 150.2 tons 147.9 tons 147.9 tons Fig. 8. Exemplary calculations results with the use of isochrone method in OPTY system [6] Rys. 8. Przykładowe wyniki obliczeń z zastosowaniem metody izochron w systemie OPTY [6] On example of the voyage from Gibraltar to the United States (15 25 September 2010) on the following charts projected weather situations on selected days and considered ship s route courses on Atlantic Ocean are presented (Figs 9 11). The analysis of the following three charts shows that ship s route will be influenced by wind and waves from two cyclones, Julia and Igor [5]. In this situation, the vessel uses recommended SPOS s route only to 17 September 2011 and then uses another program associated with navigation support ( Cyclone ) [19, 20, 21]. Cyclone recommends ship s route change from September, 17 th to the more southern with passing Igor cyclone from the back quarters (Fig. 12). Another example of use of the navigation support system presented in figure 13. is the testing s result for voyage from New York to Brazil with secure cyclone passing with ship s route and cyclone s path. Zeszyty Naukowe 29(101) 169
Bernard Wiśniewski Fig. 9. The weather situation in the Atlantic on 15 IX 2010, ship s position in Gibraltar and the considered routes scheme [own work with the use of SPOS] Rys.9. Sytuacja pogodowa na Atlantyku w dniu 15 IX 2010 r., pozycja statku w Gibraltarze i schemat rozważanych tras [opracowanie własne z wykorzystaniem systemu SPOS] Fig. 10. The weather situation in the Atlantic on 18 IX 2010, projected ship s positions on the considered routes [own work with the use of SPOS] Rys. 10. Sytuacja pogodowa na Atlantyku w dniu 18 IX 2010 r., przewidywane pozycje statku na rozważanych trasach [opracowanie własne z wykorzystaniem systemu SPOS] 170 Scientific Journals 29(101)
Ships ocean route programming Fig. 11. The weather situation in the Atlantic on 19 IX 2010, projected ship s positions on the considered routes [own work with the use of SPOS] Rys. 11. Sytuacja pogodowa na Atlantyku w dniu 19 IX 2010 r., przewidywane pozycje statku na rozważanych trasach [opracowanie własne z wykorzystaniem systemu SPOS] Fig. 12. Graphical presentation of the corresponding at the same time projected ship s and cyclone s position and the numerical data Rys. 12. Graficzne przedstawienie odpowiadających sobie w tym samym czasie przewidywanych pozycji statku i cyklonu oraz dane liczbowe Zeszyty Naukowe 29(101) 171
Bernard Wiśniewski Fig. 13. Graphic example of cyclone s passing with the numerical data in stages to 72 hour Rys. 13. Przykład graficzny omijania cyklonu przez statek wraz z danymi liczbowymi w etapach do 72 godzin Fig. 14. An example of the current voyage s review performed from Europe to North America (Florida) by Pentland strait and a theoretical alternative route through the English Channel Rys. 14. Przykład bieżącej weryfikacji trasy statku realizowanej przez cieśninę Pentland z Europy do Ameryki Północnej (Floryda) oraz teoretyczna trasa alternatywna przez Kanał Angielski Route s verification and decision-making Before captain comes to a decision, verifies the route, as graphically illustrated in figure 14. Ship was on the route from Europe to North America (Florida) by Pentland strait, and captain compared it with theoretical results, if pursued the route through the English Channel. On the two sketches of the wave s height distribution in the North Atlantic the actual ship s positions and alternative positions for the voyage s given day were plotted. The final decision on the route s selection and implementation takes the master [6, 8, 22, 23]. He discusses four stages of solving the situation of decision-making: defines and adopts the decision-making situation (conditions in which he operates, measures used, the factors structure, which factors can be changed and modified and which are not important and have no value, what kind of decisions is physically acceptable); sets out the optimal or quasi-optimal decision (criteria, methods for models solving models: deterministic or non-deterministic; carry out the model s verification (confrontation between the model and reality, confirmation, change or modification of previously accepted solution); works out a control system in the practical implementation and collects data needed to improve future decisions (solution for today may not be optimal for tomorrow, e.g. change in weather forecasting, criterion s change, learning s mechanism change). 172 Scientific Journals 29(101)
Ships ocean route programming Conclusions Today ocean voyage can not be carried out only based on standard navigational aids. Topicality of the problem is a result of rapid development of many science s fields and ocean sailing requirements. In recent years, the number of weather information obtained from ocean areas greatly increased and forecasting s reliability is greater. A rapid ship s development and means of communication has made, there is the possibility of using computer software. On the other hand, the ship owners concerne about increasing losses caused by storms, including a large percentage of the vessels total loss in excess of 0.2% per year globally. The owners put their vessels with increasingly higher performance requirements, such as voyage-time, loading the boundary stability s conditions, the implementation of new navigation routes in the difficult polar zones. During the ship s ocean voyage penetrate each other navigational issues, weather conditions, vessel s characteristics as control object, developed algorithms and methods for determining the most favorable routes, the captain s and crew s experience and treating the route s selection process as an ships routes integrated programming system. Planning and programming of the vessel during the voyage depend on the used algorithms and calculation s method, the available data and specialized software for decision support systems, e.g. presented SPOS and Cyclone program. From the experiences of the analyzed ships routes comes out that by the full use of available systems up to ten percent of the time needed to pass the routes in relation to standard seasonal routes can be saved. References 1. GERRITSMA J.: Ship speed at sea. Ship en Werf, no. 3, 1971. 2. KOBYLIŃSKI L.: Bezpieczeństwo statku na morzu i kryteria stateczności. Budownictwo okrętowe, 1, 1975. 3. 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WIŚNIEWSKI B., MEDYNA P., CHOMSKI J.: Zastosowanie algorytmów ewolucyjnych do wyboru trasy statku na oceanie z uwzględnieniem omijania stref sztormowych cyklonów tropikalnych. Inżynieria Morska i Geotechnika, 4, 2006, 257 262. 16. COELLO C.C.A., VAN VELDHUIZEV D.A., LAMONT G.B.: Evolutionary algorithms for solving multi-objective problems. Second edition, Springer, 2007. 17. WIŚNIEWSKI B., CHOMSKI J., NOWAKOWSKI M.: Computation of minimum-time vessel ocean routes using genetic algorithms. Third International Conferrence Navy and Shipbuilding Nowadays, St. Petersburg 2003, 139 145. 18. ZITZLER E., THIELE L.: Multiobjective evolutionary algorithms: A comparative case study and the strength pareto approach. IEEE Transactions on Evolutionary Computation No. 3, Vol. 4, 1999, 257 271. 19. WIŚNIEWSKI B., KACZMAREK P.: Programowanie tras oceanicznych statków z adaptacją programu CYKLON. Zeszyty Naukowe Akademii Morskiej w Szczecinie, 29(101), 2012. 20. WIŚNIEWSKI B.: Omijanie cyklonów tropikalnych przez statki w żegludze oceanicznej. Logistyka, 4, 2010, 1 13. 21. WIŚNIEWSKI B., KACZMAREK P.: Elements of Tropical Cyclones Avoidance Procedure. Wydawnictwo CRC Press, Marine Navigation and Safety of Sea Transportation, Vol. 6, Nr 1, March 2012. 22. WIŚNIEWSKI B.: Aspekty podejmowania decyzji w programowaniu i realizacji podróży oceanicznej statku. International Scientific Conference Transport of 21 st Century, Wyd. Politechnika Warszawska, Prace naukowe Transport z. 61, 2007, 379 386. 23. WIŚNIEWSKI B., WIELGOSZ M., PIOTROWSKI T.: The problems of ship voyage evaluation by the charterem and the owners. Zeszyty Naukowe Akademii Morskiej w Szczecinie, 21(93), 2010, 88 97. Zeszyty Naukowe 29(101) 173