Full-mission Simulation Research Articles

Toward multimodal learning analytics in simulation-based collaborative learning: A design ethnography of maritime training

AbstractCollaborative learning in high-fidelity simulators is an important part of how master mariner students are preparing for their future career at sea by becoming part of a ship’s bridge team. This study aims to inform the design of multimodal learning analytics to be used for providing automated feedback to master mariner students engaged in collaborative learning activities in high-fidelity navigation simulators. Through a design ethnographic approach, we analyze video records of everyday training practices at a simulator center in Scandinavia, exploring (a) how feedback is delivered to students during collaborative activities in full-mission simulators and (b) which sensors are needed and why they are needed for capturing the multimodal nature of professional performance, communication, and collaboration in simulation-based collaborative learning. Our detailed analysis of two episodes from the data corpus shows how the delivery of feedback during simulations consists of recurring, multidimensional, and multimodal feedback cycles, comprising instructors’ close monitoring of student’s actions to continuously assess the fit between the learning objectives and the ongoing task. Through these embedded assessments, feedback that draws on the rich semiotic resources of the simulated environment, while considering aspects of realism and authenticity, is provided. Considering the multidimensional and multimodal nature of feedback in professional learning contexts, we identify technologies and sensors needed for capturing professional performance in simulated environments.

Reducing carbon footprint of ships in voyage planning: A case study of Atlantic passage

Determining the most efficient ship routes is crucial for ensuring both safety and fuel savings during voyage planning. Great circle Navigation (GC) and weather routing (WR) are the two most common methods used by navigators for ocean crossings. GC Navigation is renowned for its potential to save time and fuel by following shorter routes over long distances; however, it may expose vessels to adverse weather conditions and sea states due to navigating at higher latitudes. On the other hand, weather routing integrates pilot charts and meteorological data to identify safer routes, albeit potentially longer, minimizing risks associated with rough weather. This study focuses on route planning for a handy-sized tanker contracting a westbound Atlantic ocean voyage within a specific timeframe. The main objective of the study is to evaluate the efficacy of these two methods. The GC route components were computed using spherical trigonometry equations, while weather routing planning relied on pilot charts and meteorological data. Environmental conditions were simulated and tested in the Transas Full Mission Simulator (NTPRO 4000). The results reveal that the WR method provides 21.3% higher energy efficiency than GC. The insights derived from this research contribute significantly to enhancing the operational efficiency and safety standards of commercial vessels.

An evaluation of maritime simulators from technical, instructional, and organizational perspectives: a hybrid multi-criteria decision-making approach

Recent advancements in simulation technology facilitated maritime training in various modalities such as full-mission, desktop-based, cloud-based, and virtual reality (VR) simulators. Each of the simulator modality has unique pros and cons considering their technical capabilities, pedagogical opportunities, and different organizational aspects. On the other hand, enhanced training opportunity and diversity of training depends on the proper utilization of simulators. In this context, the absence of an unbiased, transparent, and robust simulator selection process poses a complex decision-making challenge for the maritime instructors and decision-makers at the institutions. In this study, a hybrid multi-criteria decision-making (MCDM) approach is proposed to evaluate four major types of simulator modalities. For the evaluation, a MCDM framework is developed based on 13 key factors (sub-criteria) for simulator selection grouped under three higher-level criteria—technical, instructional, and organizational criteria. Data was collected using a structured best-worst method (BWM) survey from subject matter experts. The Bayesian BWM is used for ranking of the 13 sub-criteria, and the Preference Ranking Organization Method for Enrichment Evaluation (PROMETHEE) is used to evaluate the four simulator modalities utilizing sub-criteria ranking scores from Bayesian BWM. The results reveal that the regulatory compliance of simulators is the most important criterion, while the cost of simulators is considered the least important criterion during the simulator selection process. Overall, full-mission simulators are the most preferred followed by VR simulators, cloud-based and desktop simulators. However, a sensitivity analysis demonstrated context-specific preferences for certain simulator types over others.

Anticipation of ship behaviours in multi-vessel scenarios

Highly reliable situation awareness is a main driver to enhance safety via autonomous technology in the marine industry. Groundings, ship collisions and collisions with bridges illustrate the need for enhanced safety. Authority for a computer to suggest actions or to take command, would be able to avoid some accidents where human misjudgement was a core reason. Autonomous situation awareness need be conducted with extreme confidence to let a computer algorithm take command. The anticipation of how a situation can develop is by far the most difficult step in situation awareness, and anticipation is the subject of this article. The IMO International Regulations for Preventing Collisions at Sea (COLREGS), describe the regulatory behaviours of marine vessels relative to each other, and correct interpretation of situations is instrumental to safe navigation. Based on a breakdown of COLREGS rules, this article presents a framework to represent manoeuvring behaviours that are expected when all vessels obey the rules. The article shows how nested finite automata can segregate situation assessment from decision making and provide a testable and repeatable algorithm. The suggested method makes it possible to anticipate own ship and other vessels’ manoeuvring in a multi-vessel scenario. The framework is validated using scenarios from a full-mission simulator.

Analysis of Marine-Pilot Biometric Data Recordings during Port-Approach Using a Full-Mission Simulator.

The purpose of this study is to analyse data from the marine pilots’ bio-sensor readings to determine how experience affects their biometrical response during the port approach. The experiences play a significant role in the participant’s decision-making process and correlate with the repetitions. Through the repetitions of the experimental task, the participants gain experience, which correlates with the biometrical response, e.g., heart rate, electrodermal activity, etc. After exposing the two experience-distinct groups of participants to the same simulated port-approaching task, their collected biometric data is analysed and discussed. The results show that biometrical readings of the less experienced participants typically vary compared to that of the experienced participants, who take the simulated task more seriously. The study also yields insight into the workload process, involving disturbing factors during the task.

THE RE-DESIGN OF A MARINE ENGINE ROOM SIMULATOR IN CONSIDERATION TO ERGONOMICS DESIGN PRINCIPLES

Simulators can be used as sophisticated, flexible and realistic training tools which are capable of meeting many of the designated functions and tasks. An engine room simulator consists of simulation of various machinery systems in the engine room of a ship. This type of simulator is very significant and compulsory for marine engineering education. Istanbul Technical University Maritime Faculty (ITUMF) obtained a set of full-mission simulator and workstation simulators in 2001. However, it was realized that the ergonomic principles were not applied properly. Therefore it was not possible to generate the real engine room conditions with this simulator due to lack of some operations and displays on the mimic panel. Some of the mimics and displays were not similar to ones on board ship. This situation was negatively affecting the performance of engine room simulator training. And the mimic panel was re-designed and installed in 2006. In this study, the ergonomics principles for designing a mimic panel are determined and the application of ergonomic principles to a mimic panel is explained. The ergonomic gains of applied ergonomics principles are mentioned. Even more the effects on the marine engineering education are stated.

A framework for rapid virtual prototyping: a case study with the Gunnerus research vessel

ABSTRACT Virtual prototypes (VPs) are digital models that mock-up existing or conceptual systems' behaviour. In offshore operations, VPs find usages in design, proof of concept for new equipment or method, control system testing, procedure planning, and expert crew training. Moreover, VP can be used in full mission simulators with crews of maritime and offshore engineers, in which case they integrate with control systems such as handles and dynamic positioning systems. Putting the human in the loop sets high requirements for the fidelity of the visual 3D-models and the mathematical models' validity. VPs are thus time-consuming to create and difficult to validate, even based on an existing offshore system. This paper presents an innovative framework for rapid virtual prototyping of ships for hardware and human in the loop simulations and validates the results with data gathered in a sea trial performed on a research vessel, with satisfying results for position keeping. Abbreviations: CLI, Command line interpreter; DP, Dynamic positioning system: ship equipment used to maintain position and heading; DM, Damping matrix; Force FBK, Force Feedback Thruster1; HIL, Hardware in the loop; HITL, Human in the loop; JNI, Java native interface; LC, Loading condition; RAO, Response amplitude operator; RPM, Revolutions per minute; RPM FBK, RPM Feedback Thruster2/3 (Main/Azimuth); SCM, Source code management system; SOG, Speed over ground; VP, Virtual prototyping/prototype; VST, Virtual sea trial; sea trial performed in a simulation

Human Factor in Navigation: Overview of Cognitive Load Measurement during Simulated Navigational Tasks

This paper is intended to give an overview of the experiments to evaluate the cognitive load of the officer on watch (OOW) during a collision avoidance maneuver in a full-mission simulator. The main goal is to investigate the possibilities of recording the biometric parameters of an OOW during a simulated collision avoidance maneuver. Potentially dangerous navigation errors known as human erroneous action (HEA) are induced by excessive cognitive load. Despite modern navigational aids on the ship’s bridge, investigators of maritime incidents typically link the reason for incidents at sea with human factors, including high cognitive load. During the experimental tasks on the bridge, the biometric parameters of the OOW are recorded. Statistical tools are used to visualize the data and evaluate the cognitive load of the OOW. Biometric peaks of the OOW typically occur either during the collision avoidance maneuver or when the OOW has been exposed to disturbing factors that increase reaction time and cause potentially dangerous navigation. Assessing the cognitive load of OOWs in the simulator is challenging for several reasons: e.g., the environmental conditions of the simulator, the type of task to be simulated, and even the type of sensor used. After careful study of the available literature, an original experimental design using non-invasive biometric sensors is proposed.

Optimal scheduling of exoplanet direct imaging single-visit observations of a blind search survey

We present an algorithm, effective over a broad range of planet populations and instruments, for optimizing integration times of an exoplanet direct imaging observation schedule, to maximize the number of unique exoplanet detections under realistic mission constraints. Our planning process uses “completeness” as a reward metric and the nonlinear combination of optimal integration time per target and constant overhead time per target as a cost metric constrained by a total mission time. We validate our planned target list and integration times for a specific telescope by running a Monte Carlo of full mission simulations using EXOSIMS, a code base for simulating telescope survey missions. These simulations encapsulate dynamic details such as time-varying local zodiacal light for each star, planet keep-out regions, exoplanet positions, and strict enforcement of observatory use over time. We test our methods on the Wide-Field Infrared Survey Telescope (WFIRST) coronagraphic instrument (CGI). We find that planet, Sun, and solar panel keep-out regions limit some target per-annum visibility to <28 % and that the mean local zodiacal light flux for optimally scheduled observations is 22.79 mag arcsec − 2. Both these values are more pessimistic than previous approximations and impact the simulated mission yield. We find that the WFIRST CGI detects 5.48 ± 0.17 and 16.26 ± 0.51 exoplanets, on average, when observing two different planet populations based on Kepler Q1-Q6 data and the full Kepler data release, respectively. Optimizing our planned observations using completeness derived from the more pessimistic planet population (in terms of overall planet occurrence rates) results in a more robust yield than optimization based on the more optimistic planet population. We also find optimization based on the more pessimistic population results in more small planet detections than optimization with the more optimistic population.

The Re-Design of a Marine Engine Room Simulator in Consideration to Ergonomics Design Principles

Simulators can be used as sophisticated, flexible and realistic training tools which are capable of meeting many of the designated functions and tasks. An engine room simulator consists of simulation of various machinery systems in the engine room of a ship. This type of simulator is very significant and compulsory for marine engineering education. Istanbul Technical University Maritime Faculty (ITUMF) obtained a set of full-mission simulator and workstation simulators in 2001. However, it was realized that the ergonomic principles were not applied properly. Therefore it was not possible to generate the real engine room conditions with this simulator due to lack of some operations and displays on the mimic panel. Some of the mimics and displays were not similar to ones on board ship. This situation was negatively affecting the performance of engine room simulator training. And the mimic panel was re-designed and installed in 2006. In this study, the ergonomics principles for designing a mimic panel are determined and the application of ergonomic principles to a mimic panel is explained. The ergonomic gains of applied ergonomics principles are mentioned. Even more the effects on the marine engineering education are stated.

Speech acts in professional maritime discourse: A pragmatic risk analysis of bridge team communication directives and commissives in full-mission simulation

The paper studies verbal maritime communication by categorising spontaneous professional discourse observed in co-operative full-mission simulation exercises into the illocutionary points of commissives and directives according to Searle's original classification. The research adopts a Corpus Pragmatics approach by combining vertical Corpus Linguistics methods with horizontal Pragmatics analyses. Between-group analyses of speech acts by native and non-native speakers of English are carried out and possible risks of miscommunication classified and compared. On the basis of the circular Osgood-Schramm communication model the sender–receiver interaction is investigated for either speaker group. Findings include both quantitative and qualitative between-group differences in locutionary, illocutionary and perlocutionary speech acts. These differences are evaluated as causal factors in effective communicative acts and as contributory factors for miscommunication in the maritime domain.

Maritime simulator training across Europe: a comparative study

Simulator-based training has witnessed considerable attention in recent years for the training of operators in the maritime domain and is employed by majority of nautical training institutes. IMO has published the model course 6.10 Train the simulator trainer and assessor which acts as a guideline and aims to promote uniformity in the simulator-based training for maritime operations. Nevertheless, the model course should not be “implemented blindly,” since one has to acknowledge the institution’s own resources and apply them in an appropriate way. Consequently, a variation in different institutions simulator training can exist. This study aims to discover how such variations exist in the European full mission simulator training institutions. Semi-structured interviews were conducted to clarify each of the participating institution’s simulator training design. The interviews comprised relevant performance indicators—e.g., identical elements, training time, teaching of general principles, students’ needs, feedback, training needs analysis, assessment, and instructors´ qualifications—selected after a detailed literature review. The findings present variations and similarities observed in the European simulator training facilities, in relation to the designated performance indicators. The study demonstrated that although some simulator training in Europe appears to be performed uniformly due to comparable proceedings and understanding of the model course 6.10, the implementations of these aspects on the basis of interpretation and available infrastructure can create dissimilarities.

Assessing a maritime service website prototype in a ship bridge simulator: navigators\u2019 experiences and perceptions of novel e-Navigation solutions

The aim of this study was to assess proof of concept and usability of a maritime service website prototype in a full-mission ship bridge simulator through Swedish mariners’ experiences and perceptions. This test was part of the European Commission’s EfficienSea2 project for e-navigation. The prototype was intended as an aid to existing standard systems and methodologies for planning, executing and monitoring voyages. The study began with 5 days of simulator trials focused on today’s standard practices. This served as a baseline to compare to subsequent 4 days of simulator trials testing the prototype. For data collection, observations, video footage, interviews, and eye tracking were used. Data analysis included breaking apart the qualitative data to capture the perceptions of the participants, and a preliminary analysis of eye-tracking data as a complement. The results suggested that the prototype could be more suitable for a route planning stage, that the participants were familiar with similar existing solutions from other manufacturers, and that the contents of the tool would be most beneficial if integrated within the Electronic Chart Display and Information Systems (ECDIS). There is a pressing need for the novel solutions to be user needs-driven, integrated with the existing technologies, and standardized across the domain, and these processes must go hand-in-hand with accounting for all involved stakeholders, procedures, regulations, and training, as this will alter the course of shipping.

Development of a Full Mission Simulator for Pilot Training of Fighter Aircraft

With aircraft becoming more complex and avionics intensive and flight being almost autonomous based on waypoint navigation, software and displays becoming a significant component of the all glass cockpit of the modern day fighter aircraft, it is imperative that pilots are trained on missions using ground based full mission simulator (FMS) for routine flight as well as advanced missions. A flight simulator is as good as the real system only when it is able to mimic the physical system, both in terms of dynamics and layout so that the pilot gets the complete feel of the environment as encountered during actual sortie. The objective of this research paper is to provide a detailed insight into the various aspects of development of a FMS for pilot training with minimal maintenance operations for long hours of realistic flight training on ground. The approach followed by ADE in developing a FMS using a healthy mix of conventional flight simulation methodologies and novel approaches for various simulator sub-systems to tailor and meet the specific training needs, one presented. The FMS developed by ADE is presently being used by Indian Air Force for flight and mission critical training of squadron pilots.

A Full Mission Simulator of the Ship’s Automated Electric Power System for Training and Competence Testing of Marine Engineers

A Full Mission Simulator of the Ship’s Automated Electric Power System for Training and Competence Testing of Marine Engineers

A Study on the Effects of ARPA/Radar Simulation Training

In this study, a survey was conducted among students who received ARPA/radar simulation training in order to verify the effect of training. An effective training method based on the analysis results was also proposed. Furthermore, this study analyzed full mission simulation conducted over one semester, and found that training effect increased as time passed. The survey showed improvement in skills related to radar/ARPA utilization, ARPA decoding, ship handling, and overall skill. Students responded practical skills improved more than theoretical knowledge, and also analysis showed that ship handling skills had a larger effect than radar decoding skills on improving overall skill, therefore proposed that theoretical education regarding the functions of radar and ARPA should be reinforced in ARPA/radar simulation training.

Scheduling real-time systems with cyclic dependence using data criticality

The increase of interdependent components in avionic and automotive software rises new challenges for real-time system integration. For instance, most scheduling and mapping techniques proposed in the literature rely on the availability of the system’s DAG representation. However, at the initial stage of system design, a dataflow graph (DFG) is generally used to represent the dependence between software components. Due to limited software knowledge, legacy components might not have fully-specified dependencies, leading to cycles in the DFG and making it difficult to determine the overall scheduling of the system as well as restrict access to DAG-based techniques. In this paper, we propose an approach that breaks cycles based on the assignment of a degree of importance and that with no inherent knowledge of the functional or temporal behaviour of the components. We define a “criticality” metric that quantifies the effect of removing edges on the system by tracking the propagation of error in the graph. The approach was reported to produce systems $$(56 \pm 14)\%$$ less critical than other methods. It was also validated on two case studies; a data modem and an industrial full-mission simulator, while ensuring the correctness of the system is maintained.

Profiling maritime communication by non-native speakers: A quantitative comparison between the baseline and standard marine communication phraseology

This paper compares ESP communication by non-native speakers of Maritime English with communication outside a nautical setting in order to profile its structural idiosyncrasy. Vocabulary growth, word frequencies, lexical and key word densities, and grammar diversity as dependent linguistic variables observed in transcribed full-mission simulation exercises are contrasted to the Brown Corpus, the Vienna-Oxford International Corpus of English and the Standard Marine Communication Phrases (SMCP). Using quantitative linguistics, inherent structural patterns of nautical team communication are identified and similarities and variations highlighted. Significant differences found in all linguistic features are gauged by means of the Probability of Superiority (PS) effect size. A linguistic profile is created which quantifies the observed language patterns and provides a quantitative model for the linguistic genre of this particular discourse community. The model fills the gap of quantitative research on empirical bridge team communication samples and delivers a valid tool for estimating the magnitude of observed linguistic effects.

A systematic simulation methodology for LNG ship operations in port waters: a case study in Meizhou Bay

ABSTRACTWith the increment for liquefied natural gas (LNG) demand, LNG carriers are becoming larger in size. The operational safety of the carriers and the associated terminals is increasingly attracting attention. This is particularly true when a large LNG vessel approaches a terminal, requiring a detailed investigation of ship handling in port waters, especially in certain unusual cases. A full mission simulator provides an effective tool for research and training in operations of both port terminals and ships. This paper presents an experimental design methodology of the full mission simulation. The details as to how the simulation is achieved are described, and the simulation strategies applicable to LNG ships are specified. A typical case study is used to demonstrate and verify the proposed design methodology. The proposed methodology of the full mission simulation provides guidance for port safety research, risk evaluation and seafarer training.

Anchored Vessel Ship-to-Ship Operations: Environmental Limits Considering Mooring Equipments and Ship Maneuver

Ship-to-ship (STS) operations have been widely applied worldwide for the last years from military operations to oil/LNG cargo transfer, in order to improve operational efficiency. In the last years, the lack of available berths/terminals in Brazil has increased transfers in anchored Ship-to-Ship operations, avoiding pier occupation. This operation is already performed in Brazil and abroad for sheltered locations. However, most of the sheltered locations available have also ecological restrictions, motivating the accomplishment of this kind of operation in non-sheltered regions, i.e. close to the coast and under wave action. These last cases of STS have been investigated in the last years, for instance, FSRU and FLNG operations. This study is focused in the evaluation of the maximum operational condition for oil transfer operation, using conventional VLCC and Suezmax tankers for a given location, close to the Brazilian coast. The first stage of the study computes the minimum required water depth and anchor capacity to provide a safe operation in terms of vertical motions, since the wave height reduces with the UKC. The methodology to define the required UKC followed PIANC Report n° 121 – 2014 using the vessel motions computed in frequency domain using the Response Amplitude Operator (RAOs) in finite water depth. The anchor hold capacity is evaluated for 720 environmental conditions (12h interval of simultaneous wind, current, tide and wave condition), following OCIMF recommendations for a single vessel and side-by-side configuration. For this study it was considered current, wind and second-order wave forces, in order to compute the equilibrium heading, similar to a Turret moored platform. The second stage of the study was the mooring integrity analysis following OCIMF STS recommendations, selecting thus the required pneumatic fenders and cables properties/arrangement/pre-traction for the mooring design. The static loads due to current and wind were computed using CFD coefficients to evaluate the shadow/interaction effect between vessels, in order to achieve more reliable results compared to the conventional single vessel coefficients. The static second order forces are computed in frequency domain using potential theory considering the side-by-side configuration with some additional numerical treatments/discussion to deal with the resonance of the gap between the vessels. The mooring arrangement (cables+fenders) were modeled as an equivalent linear stiffness matrix applied to the vessel motions computation, also providing a Response Amplitude Operator for the cables/fenders elongation, providing an expedite methodology to compute the cables tension in frequency domain. The incident wave heading applied in the computation of the vessel motions/cables elongation is defined for each condition, based on the STS equilibrium heading defined in the previous stage. The operation up-time is computed based on the cables MBL and compared to a simplified criteria defined by means of the the wave height/period/heading. The third stage of the study was the maneuvering analysis carried out in TPN-USP Simulation Center. Since the operation is executed in non-sheltered regions, the wave action on the tugboats must be carefully evaluated, so three integrated simulators were used. The approaching vessel was in the full-mission simulator, commanded by the maritime pilot. A tug-master commanded a part-task simulator, with the main ASD tugboat in each maneuver. The moored vessel was in the third simulator, emulating the point of view of a second maritime pilot in charge of the maneuver. The other tugboats were commanded as vector forces, and an experienced tug-master defined the actuation rules depending on the wave height. The three stages of the operation were tested: approaching maneuver, heading control of the moored vessels and disconnection. Important parameters of the operation were monitored, including motions, velocities, cables and towlines tension, tugboat effective forces, etc. Different environmental conditions were tested. As a final conclusion of the study, the limiting wave height and period could be defined for both mooring integrity and maneuvering. Therefore, these results could be used to evaluate the availability to perform STS operation in each region, based on the metocean conditions.