PORT REVEL QUALITY ASSURANCE DOCUMENT

QUALITY STANDARD
FOR

SHIPHANDLING TRAINING
ON

MANNED MODELS
1. INTRODUCTION
Training on manned models is considered to be an unavoidable complement to electronic simulation and can efficiently replace real life experimentation. In an ideal world, shiphandling training would consist of three things: 1. Training on board real ships: the environment is obviously realistic, but the time spent and the acceptable risks are limited. 2. Training on manned models: manoeuvres can be pushed beyond the safety limits and ships sail on real water, but there is limited reproduction of the captains vision and of wind conditions. 3. Training on numerical simulators: the water and boats are simply equations, but the bridge and 360 vision are realistic enough to simulate Bridge Team Management and crisis management The courses dispensed at Port Revel consist of Training based on theoretical rules, rather than theoretical teaching. They are therefore aimed at shiphandlers who are already experienced (one or more years of pilotage, or several years of ship captaincy). Its primary objective is to give seamen responsible for handling ships a feeling of dj vu, should they ever have to deal with an emergency.

This Quality Assurance Document is intended as a minimum requirement offered by the Port Revel Training Centre to ensure quality to users who wish to improve their shiphandling skills by training. With over 40 years of experience and over 6000 pilots, masters and officers having attended the courses, Port Revel is the leader in this kind of training.

2. RATIONALE FOR TRAINING ON MANNED MODELS

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Because this is still the best way to acquire certain reflexes which, when the time comes, will make all the difference between being good and being the best. Training on scale models provides experience that could never be gained on real ships for the simple reason that neither ship-owners nor local authorities would allow such risks to be taken. Scale models allow the shiphandler to make mistakes. Scale models allow experimentation on ship behaviour to explore unknown fields beyond the limits of safety. Training on the manned models is a valuable complement to training on electronic simulators as it provides additional experience through a feeling of "dj vu": Nature is at work on scale models, with random effects similar to those encountered in real-life situations. The unforeseeable character of squalls, shallows, currents and waves calls for an immediate, appropriate reaction, without any repeat or automatic response. And when things go wrong on the scale model, the pilot really feels his ship run aground or collide with another ship or berth. Those who have experienced a situation of this kind know how much it motivates and convinces them to do better For the same reason (natural phenomena) hydrodynamic effects are correctly reproduced on scale models and it is therefore unnecessary to transpose them in the form of complex equations. This gives a better simulation of hydrodynamic effects such as interactions between ships (for example in a canal), interactions between the ship and berth, little under-keel clearance (such as 10% of the ship's draught) and the use of anchor dredging in various operating situations. The scale effect of wind on a manned model is well known, but it is also well known that this is in no way detrimental to the use of manned models for serious and effective shiphandling training. Wind is part of everyday life for pilots throughout the world. The design of the manned model lake is such that the wind element will vary in different parts of the lake. This allows a course to be structured in such a manner as to introduce wind as and when required. Extreme wind conditions are encountered in the real world. If they occur at a manned model centre, with care they can be used in various scenarios to demonstrate how well control can be maintained. The ship models behave exactly like real ships, only much faster. Hence, reality will be much slower than the model, thus leaving quite a lot more time to react. Manned models sharpen the shiphandlers natural senses of perception and anticipation and enable the ship's behaviour as a whole to be appreciated. These skills are paramount when manoeuvring a full size vessel. The time scale also means that it is possible to perform five times as many manoeuvres. In other words, it is possible to perform as many manoeuvres in a 35 hour course as in 175 hours on the real ship. If you then consider the cost of scale models compared to computer models in terms of cost per manoeuvre and per pilot, you might find that scale models are even cheaper than computer models!! Manned models are considered by ships' captains and pilots - shiphandlers par excellence - as the next best thing to a full-scale prototype for studying and understanding a ship's behaviour. This is confirmed by the very high satisfaction rating of 98.7% (see Appendix 3 hereafter). A manned model training centre is also a permanent forum of ideas, an ideal meeting place where information and experience can be exchanged. It is recommended that captains, mates and pilots train on manned models once every five years.

3. QUALITY ASSURANCE
Adequate QA procedures are implemented at Port Revel in line with ISO 9001 requirements that Sogreah has been fulfilling since obtaining certification in 1995: For evaluation by the customers in order to adapt the course content to their needs, For innovations on equipment in order to improve services to be offered,

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For shiphandling research in order to update the course content, For ship and equipment maintenance in order to minimize down time due to failures, For security of staff and participants during operations in order to avoid danger, For communications with customers and staff in order to avoid misunderstanding. Safety Rules are in force at Port Revel. A specific document has been in place for a number of years and is regularly updated. In addition, annual visits from Sogreah/Artelias Health, Safety and Working Conditions Committee ensure that safety and working conditions are rigorously monitored. In 2010, Port Revel has been assessed, approved and certified by DNV under their standard 3.201 Learning Programmes (SeaSkill) (see Appendix 1). Port Revel is the first manned model training centre to obtain this certification.

4. THE PARTICIPANTS
The word participant was chosen to designate all students or trainees training at Port Revel. The prerequisites for participants are simply that they should be a captain or first mate in the merchant (or national) navy and have a degree of experience of ocean-going navigation in ships more than 100 m long.

5. THE INSTRUCTORS
Port Revel instructors are appointed by being co-opted by other instructors with the Directors approval. To reach that point they are required to complete five weeks of preliminary training with the other instructors, one of which is spent as a participant on a standard course. This usually takes up the first year. New instructors then begin giving lectures of increasing complexity. They have generally mastered all the lecture topics by the end of the second year or during the third year. As of the fourth year they are usually capable of taking full responsibility for a course and supervising younger instructors. The instructors are all (retired) maritime pilots with at least 20 years of experience handling large vessels. Most of them are French, but this is not compulsory: they are merely required to speak fluent French (for internal communication) and English (the working language). Instructors are also required to master shiphandling theory and have basic teaching and interpersonal skills. There is no requirement for initial teaching experience (which maritime pilots seldom have). Port Revels internal train-the-trainer programme is spread over 3 years and yields the highest level of teaching/training competence in shiphandling. All instructors work at least 5 weeks/year on the lake in order to stay at this highest level of competence. At least two instructors are available on the lake with three ships sailing at any time during exercises. Similarly, at least 3 instructors are available with 4 ships and at least 4 instructors with 5 ships. The tugs are operated by tug masters with at least 15 years of experience. A list of instructors and tug masters is updated each year: Capt. Alain Charmasson 26 years experience as a pilot in Le Havre Capt. Marc Derlyn: 24 years experience as a pilot in Dunkirk, Capt. Bernard Giland, 26 years experience as a pilot in Dunkirk, Capt. Jean Paul Jeanjean, 22 years experience as a pilot in Ste,
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Capt. Raymond Lostic, 25 years experience as a pilot in Le Havre, Capt. Michel Renson, 25 years experience as a pilot in Marseille, Capt. Michel Sabatier, 21 years experience as a pilot in Ste, Capt. Jean Claude Serrire: 29 years experience as a pilot in Casablanca, Jorf Lasfar & Noumea, Capt. Olivier Thomas 23 years experience as a pilot on the Loire Capt. Jean Marie Trousselard, 26 years experience as a pilot in Marseille-Fos & Nice, and 4 years as a lecturer at the Ecole de la Marine Marchande in Le Havre, Capt. Marc van Vliet, 25 years experience as a pilot in Amsterdam, The tug captains are: Capt. Michel Vallette, 18 years experience as a tug captain in Marseille, Capt. Marc Barthlmy, 18 years experience as a tug captain in Marseille, Capt. Gilles Moss, 18 years experience as a tug captain in Marseille.

6. THE SHIPS
The fleet consists of 11 scale models, the ships, and 4 tugs. Most of them represent real ships with their corresponding characteristics (engine acceleration rates, etc.). Given the various possibilities available for loading and modifying the ships, the fleet represents a total of more than 20 vessels allowing a variety of exercises for 8 to 10 participants working simultaneously: PEMBROKESHIRE: Tanker 17,000 dwt, fully loaded BERLIN: Tanker 38,000 dwt, fully loaded GRENOBLE: Tanker 43,000 dwt, fully loaded GILDA: Tanker 125,000 dwt with Becker rudder, variable load BRITTANY: Tanker 190,000 dwt, variable load EUROPE: Tanker 255,000 dwt, fully loaded ANTIFER: Tanker 400,000 dwt, variable load BEN FRANKLIN: LNG carrier 125,000 m3 with Schilling rudder Q-MAX: LNG carrier 266,000 m3 with twin-screw propulsion NORMANDIE: Container ship (4 400 TEU) with 6 000 m 2 windage and possible simulation of a car carrier or a cruise ship with pods OTELLO: Container ship (8 500 TEU) with 9 000 m2 windage VOITH TRACTORS: 2 Voith Schneider tugs with max bollard pull of 100 t RASTAR: Z-peller tug with max bollard pull of 100 t CARROUSEL: tug with a carrousel 360 towing system The ships have the following characteristics in compliance with Port Revels quality standards: A single scale of 1:25 is used, allowing at least two persons on board.

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Several ships can have different set conditions: diesel motor or steam turbine, additional bridge at the bow, various loading conditions. Each ship is fitted with two fully operational anchors and a bow thruster (and in some cases a stern thruster). Each ship is fitted with appropriate instrumentation (wind speed and direction, log, rpm, rudder angle, paid out anchor-chain indicator). Five ships are fitted with a DGPS-GLONAS centimetric tracking system. One ship is fitted with an optional Schilling rudder, and another with an optional Becker rudder. One ship is fitted with two optional pods. Four fully operational tugs (one ASD, one VSP, one VSP with Turbo Fin and one Carrousel tug) are available. Ship validation is conducted for each ship both on the lake by means of typical manoeuvres (turning circles and crash stops) to be compared with the corresponding real ship, and by means of expert assessments performed by the pilots and masters using the real ship (see Appendix 2). This expert assessment is based on about 10 objective criteria (turning, stopping, etc.) and is rated as follows: Good: as real ship, Fair: close to real ship (acceptable for training purposes), NFD Needs further improvement. The expert will sign his ship assessment with the following words: I confirm I have been in command of this ship (or a sistership) for at least six months or as a pilot, I have been piloting this ship (or a sistership) on at least 10 movements. Ship maintenance consists of minor repairs (connections, sensors, instrumentation), replacement of batteries at various intervals (battery lifetime varies between less than a year and several years), bodywork repairs (after participants accidents), and mechanical repairs e.g. to thrusters, windlasses, pods, propeller shaft seals, etc. Each ship has its own maintenance sheet. Ship instrumentation is calibrated regularly (log for ship speed, track recording for ship position). The mechanical characteristics of the ships are re-calibrated regularly (rudder rotation speed, propulsion acceleration, thrust delivered by thrusters) and recorded in a table. Port Revels activity does not generate any pollution since the ships are electrically propelled and batteries are properly recycled.

7. THE LAKE
Port Revels lake has been designed in accordance with rigorous quality standards. A lake area of about 5 ha is available (see Appendix 3), allowing 5 ships to sail freely without mutual or outside interference: It can be emptied for maintenance. It has a controllable water level. It has very small natural wind effects (over 80% of the lake is protected from wind, see Appendix 4 & 5). It has a variety of features including: 50 different docking configurations (open wharfs on piles, solid vertical quaywalls, rock slopes)

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Deep and shallow water areas (2.5 ha of the lake consisting of shallow water areas with less than 27.5 m full scale) Buoyed channels on deep and shallow waters Canal (7 km full scale) with a drawbridge and two berths 2 locks (W x L x d: 55 x 450 x 23 m and 75 x 450 x 23 m) One SBM

Current generators are placed at the north and south ends of the lake and used to produce currents in either a clockwise direction (on 1.6 ha of the lake) or a counter-clockwise direction (on 1.9 ha), giving locally currents up to 3 kn full scale (see Appendix 6 & 7) A wave generator has been installed in the middle of the deepest zone (wave height H=3 m with 750 m wave front full scale). A wind generator, fitted to a floating pontoon that can be placed anywhere on the lake, is also available (locally 40 kn full scale). DGPS/GLONASS tracking system allowing ship positioning with centimetric accuracy. A track record indicates both the ship trajectory and the following parameters: course, helm angle, engine rotation speed, ship longitudinal and transverse velocity over ground, angular velocity, resulting ship speed over ground, wind speed and direction, bow and stern thruster speed (and, if applicable, angle and force on the tug with the Brittany, rpm and angle of the two pods on the Normandie). All parameters are expressed as full scale values. Each record bears the name, date and time of the exercise, the captains name, the ships name, the time step and the map scale.

8. OTHER FACILITIES
Both Port Revels classrooms are located in a spacious housing equipped with audiovisual resources (3 video projectors, VHS and DVD players, TV set). The audio-visual resources consist of slideshows drawn directly from the manual given to each participant, and various sequences on video. This common foundation, between the slideshows and the manual, guarantees overall coherence. Port Revel has a number of PCs and printers connected up via a local network, which in turn is linked with Sogreah/Artelias network. This system is managed by Sogreah/Artelias IT department. Adequate changing rooms and sanitary is also provided along with some adequate clothing (jackets, boots, oil skins, hats and sun cream).

9. THE COURSES
The courses aim to provide a good balance between Teaching and Training with the emphasis placed on Training. The courses are organised according to Port Revels quality standards as follows: Course duration of at least 5 days for a basic course. Course duration of at least 2.5 days for refreshers. Port Revel proposes several types of course: the standard (so-called Basic) shiphandling course, courses adapted to the specific needs of seamen who are returning within a 5-10 year period, and specialist courses on certain types of ship (pods, LNG) or with escort tugs.

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Training on the lake is the raison dtre of Port Revel. Participants sail on it for about three and a half hours in both the morning and the afternoon, making a total of seven hours per day and 35 hours per week. It should be noted that, in view of the time scale, this length of time spent on the lake corresponds to 175 hours in reality. The level of concentration required and the resulting tiredness are hence understandable. A very large number of (around 140) exercises is available. This enables Port Revel to offer both basic shiphandling courses and very specific customized courses. Classroom teaching is kept to a strict minimum of about one hour per day and a total of five hours per week. A manual is given to each participant. Classroom time is spent going over the theory required to fully understand the exercises to take place on the lake, conducting a briefing concerning these exercises and, when appropriate, a debriefing at the end of the day. This debriefing is based on the track recordings taken during the day, which are reviewed in real time in the classroom, giving an opportunity for discussion and feedback sharing.

9.1.

COURSE CONTENT: CLASSROOM

Around one hour/day on the following subjects: Scale fundamentals Shiphandling fundamentals Forces acting on the ship Shallow water effects Use of bow thrusters and anchors Ship interactions in canals Use of escort tugs Use of pods A detailed manual (over 400 pages long, in English) is given to each participant

9.2.

COURSE CONTENT: EXERCISES ON THE LAKE

At least 35 hours on the lake for a 5-day course, and at least 60% of that time with currents: Docking/undocking on different types of structure (with or without current) Manoeuvring with bow thrusters Entering locks, canals and channels (with or without current) Meeting and overtaking in canals (with or without current) Manoeuvring with anchors (with or without current) Turning circles in deep and shallow water Skidding in sharp turns Effect of waves Emergency situations (with or without escort tugs) Manoeuvring with pods is possible

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Local conditions can be reproduced

10.

EVALUATIONS
Understand the effects of the ships behaviour when exposed to wind, current, shallow water, interaction with another ship and bank effect, Demonstrate competence in manoeuvring ships when entering locks, canals and channels and when berthing/unberthing (with or without current), Demonstrate adequate reactions when exposed to emergencies.

At the end of the course, each participant should be able to:

At the end of the course, the participants receive Port Revels certificate and badge. The certificate includes the following statement: This certificate is issued in accordance with STCW 95, IMO Model Course 1.22 and IMO Resolution A 960, which recommend that ensuring continued proficiency be undertaken at intervals not exceeding five years. Seafarers consider shiphandling more as an art than as an exact science Port Revel tries to contribute in reversing this feeling. It is known that technical and non-technical skills are strongly related and that they influence each other. Manned model training is focused mainly on technical skills, but a few non-technical aspects are included in Port Revels assessment. The following categories of skill are used in the assessment matrix: Manoeuvring Learning efficiency Situational awareness Safety awareness Three grades can be obtained for each of the 4 categories of skill: Very Good: the happy few (5% ?) that will provide outstanding performance that could serve as an example for others, Good: the bulk (90% ?) that will show effective performance enhancing navigation safety, NFD (Need for further improvement): the few (5% ?) that could endanger navigation safety and should consider further learning and training. The assessors are the senior instructors having at least 3 years of experience at Port Revel. Attendance of an experienced fleet superintendent from the participants company is encouraged. The tracks used for assessment of the participants are archived by Port Revel for a period of five years. As an effort against falsification of certificates, a list of participants is updated each year so that customers can check real attendance of participants at any time. At the end of each course, all the participants are asked to complete a written evaluation based on the following questions: 1. What is your overall opinion of the programme? 2. How would you assess the usefulness of the course lectures and lake manoeuvres in helping you adapt to future situations at sea? 3. How do you feel about the manner in which the programme was presented? 4. What is your opinion on the similarity of manoeuvres performed in lake practice and on real ships? (see Appendix 2)
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The Director will take any necessary action to deal with customers complaints with appropriate feedback to them. Port Revel is assessed during the annual seminar held by all instructors and the Director. This seminar is organised either at the end of the season (late October) or at the start of the season (late March).

11.

APPENDICES:
1. DNV-SeaSkill certification 2. Validation of the ships 3. Lake chart 4. Vegetation cover around the lake 5. Wind exposure of the lake 6. Currents on the lake (CW) 7. Currents on the lake (CCW)

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1.

DNV-SeaSkill certification

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2.

Validation of ships a) Expert assessments : Each symbol gives the assessment of one expert. More assessments are to come. Where further development is needed, improvement is underway (2011)

Criteria General impression on manoeuvrability Turning Stopping Course stability Bank effects Shallow water effects Engine & propulsion Thrusters (& docking tugs) Anchors Escort tug (effect on ship) Vision from model bridge

Berlin 38 kdwt JKJJ JKJJ JKJJ JKJJ JJJ JKJ JKJJ JJJ

Grenoble 43 kdwt JJJJ JJJJ JJJJ JJJJ JJJ JJJ KJJJ JJ

Gilda 125 kdwt KJKJ KJKJ KJJJ JJKJ JJJJ JJJ KJJ JJJJ JJJJ JJ

Brittany 190 kdwt JKJJJ J JJJJJ J JJKJJ J JJJJJ J JJJJJ JJJJJ KJKJJ J JJJJJ JJJKJ J JJJJJ JJLJJ J

Europe 255 kdwt JKJJK J JJJJJ J JKJJK J JJJJJ J JJJJ JJJJJ J KKKJK J JLKJJ JKKKJ J JJJJJ JJKJJ J

Antifer 400 kdwt JJJJJ JJJJJ JJJJ KJJJJ JJJ JJJJ JKJKJ LJJ KKKJJ JJJJ JKJJJ

Ben Franklin JJJ JJJ KJKJ JJJ JJJ JJJ KJJ JJJ KJJ JJ JJJ

Q-Max J J J J J J J J J J K

Normandie Otello Normandie 4400 TEU 8500 TEU Cruise JJJ JJJ JJJ JJJ JJJ JJJ JJK JJJ KJ J JJK JJJ JJJ JJJ JJJ JJJ JJJ JJJ JJJ JJ JJ JJJ K K K J K J J J K

JJJJ

JJKJ

JJJJ

J : Good: as real ship K : Fair: close to real ship (acceptable for training purposes) L : NFD: needs further development
Updated: 15/3/2011

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b) Partcipant evaluations Answers to the following question asked to participants at the end of the course: What is your opinion on the similarity of manoeuvres performed in lake practice and on real ships?

Outstanding 25.5%

Very good 55.0%

Good 18.2%

Fair 1.2%

Poor 0.1%

Results shown above are obtained from evaluations of at least 1000 participants attending courses over at least five years (2005 to 2010 in the table above). Results show that HAPPY participants represent 98.7 % (Good, Very good, Outstanding) UNHAPPY participants 1.3% (Fair, Poor)

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3.

Lake chart:

Total area: 50 400 m2 Shallow water area: 24 400 m2 (less than 27.5 m: blue area hereunder)

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4.

Vegetation cover around the lake

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5.

Wind exposure of the lake Wind roses give a distribution of wind directions (for the season of training on the lake). Measurements at 10 m are daytime1 10-minute averages taken every 3 hours over a period of 10 years located within a distance of no more than 20 km of the lake.

>>> WIND DIRECTION >>>

7 1 Protected area Unprotected area

Line indicated on map The area protected from wind for each direction of the wind rose is computed according to definitions above.

Daytime is every day from 9.00 to 18.00 hours. Hence, these statistics are close but not exactly corresponding to Port Revels working hours on the lake: from Monday to Friday, from 9.00 to 12.30 and 14.00 to 17.30 hours.
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The protected area must be at least 10 000 m2 to be considered operational for manned model training. Resulting Wind Protected Area (WPA): Wind Direction (degrees with respect to North) 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 Calm (< 5m/s) % of time x protected area 0 0 0 0 0 0 0 0 0 296 654 389 0 0 0 0 931 1 574 37 130 40 976

% of time > 5 m/s 1,2 0,4 0,2 0,5 0,7 0,1 0,0 0,0 0,3 1,7 3,9 2,5 0,7 0,3 0,2 0,5 5,6 7,4 73,7 100,0

Protected area (m2) 17 000 16 900 15 300 16 500 21 400 50 400 Total:

When V < 5 m/s, the wind condition is considered Calm and 100% of the lake area of 50 400 m2 is protected, hence available for training. If the percentage of time for V > 5 m/s is less than 1.5%, the corresponding wind direction is not further considered as this statistical approach is not an exact approach (see note on Daytime definition on previous page) and it makes no sense considering very small figures. The protected lake area can be multiplied by the percentage of time the corresponding wind condition occurs. The resulting protected areas can be added up yielding a total WPA which is presented as a percentage of the lake area. Note that if the wind was < 5 m/s for 100% of the time, the whole 100% of the lake would be considered protected from wind. At Port Revel, the resulting Wind Protected Area is 81 % of the lake.
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6.

Currents on the lake (CW): 16 300 m2

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7.

Currents on the lake (CCW): 19 100 m2

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