1

APPENDIX D2

Simulation Run Results Summarized

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In this appendix all the pilot evaluations and outcome of each simulation run are collected and organized in the following maneuver categories:

Approaching from open sea Turning of vessel Meeting of ship at locations with limited width Tankers meeting crossing traffic Berthing and un-berthing at Kitimat Emergency arrest maneuvers

The results collected in this appendix include a score evaluation from simulations performed in 2008 and 2009 as well as the pilot’s verbal comments. Scoring The score evaluation used in 2008 and 2009 has the following scale definition: Score Given for

1 A simulation run resulting in unacceptable maneuvers 2 A simulation run involving maneuvers that is below acceptable 3 A simulation run involving maneuvers that was regarded as acceptable and fulfilling safe conduct 4 A simulation run involving maneuvers that very unproblematic and above acceptable 5 A simulation run involving maneuvers that were more than acceptable coursing no problems

Note: That this scoring system was developed for the 2008 and 2009 simulations and were therefore not used in the 2007 simulations. The pilot’s scores and comments are also stated in appendix D1 but are organized in order of navigation area. Legend: In the following section each set of comment and scores is attached to a heading including:

Run number (reference number) Navigation area

Further information’s of exercise purpose and track plots etc. for each run can be seen in details in Appendix. D1.

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D2.1 Approaching from open sea This section describes pilot comments and evaluations of simulation runs with tankers approaching either Principe channel or Caamanõ Sound from open sea. Run 2007-302. Caamano Sound. Suezmax: 200.000dwt, wind SE 40 kt, current flood 2 kt, waves going NW 3m Suezmax arrival loaded. No problems were observed with this passage or with the turns. The vessel handled well throughout the passage and sought the wind as expected. Run 2007-304. Caamano Sound. VLCC: 340.000dwt, wind SE 40 kt, current flood 2 kt, waves going NW 3m VLCC arrival ballasted. No problems were observed with this passage or with the turns. The vessel handled well throughout the passage and sought the wind as expected. Run 2007 – 402 to 412 Caamano Sound. Several test runs were completed to verify that the vessel could safely abort the transit towards Caamano Sound. The simulations clearly showed that an inbound fully loaded Suezmax tanker (200.000 Dwt tanker) or a ballasted VLCC (340.000 Dwt) could safely abort in 5 meter waves with a wave period of 15 s from SW in combination with a 2.0 knots current from SE and SE wind of 40-50 knots or in 5 meter waves with a wave period of 15 s period from W in combination with a current of 2.0 knots from NW and NW wind of 40-50 knots If it is decided to abort the entrance via Caamano inlet, the alternative route is to turn north and make the approach through Browning entrance down into Principe Channel. One of the pilots’ great concerns was the arrival at Caamano Sound where they often experience severe weather conditions with strong wind and current and large swell waves. Their concern is when and where to make the decision to abort the arrival should the weather conditions are too severe. As the planned simulation program progressed very well, it was decided to carry out some simulations to define the point of no return (P.O.N.R.) for an arriving vessel through Caamano Sound. The selected position for P.O.N.R. was determined as a distance of 8 nm on a radius of approximately 120 degrees from Jacinto light at the S side of Dewdney Island, with a clearance of 3 nm to Cran shoal. The P.O.N.R. is reached after approximately 9 nm sailing with pilot onboard giving the bridge team and the pilot enough time to make the decision to abort or continue through Caamano Sound. An important factor to consider is that it is recommended that the escort tug must be connected before passing P.O.N.R. which implies maximum wave height of 3.0 meter and maximum 40 knots wind speed. Run 2007-604. Caamano Sound. Suezmax: 200.000dwt, wind SE 50-60, current flood 2 kt, waves going NW 5m Suezmax arrival loaded. No problems were observed with this passage or with the turns. The vessel handled well throughout the passage. The vessel experienced 15 deg. leeway track, managed to keep track with an average of less than 20 deg rudder.

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Run 2007-605. Caamano Sound. Suezmax: 200.000dwt, wind SE 50-60 kt, current flood 2 kt, waves going NW 5m Suezmax arrival ballasted. No problems were observed with this passage or with the turns. The vessel experienced 30 deg leeway track and 5-6 knots set to the north. No engine power was left as reserve. Run 2007-606. Caamano Sound. VLCC: 340.000dwt, wind SE 50-60 kt, current flood 2 kt, waves going NW 5m This approach should only be used in moderate weather conditions. If an emergency occurs in heavy weather (wind above 30 knots combined with a difficult sea state), it may be difficult for an escort tug to hold the vessel or tow her out to sea due to the heavy swell that can occur in the area. No problems were observed with this passage or with the turns. The vessel was handled well through the passage, as expected. The vessel experienced 20 degree leeway track and 3.0 knots cross track set. The pilot managed to keep track with maximum 20 - 25 degree rudder. The average rudder required during the run was 10 – 15 degree. Run 2007-607. Caamano Sound. VLCC: 340.000dwt, wind SE 50-60 kt, current flood 2 kt, waves going NW 5m VLCC departure loaded. No problems were observed with this passage or with the turns. The vessel experienced approximately 15 deg. leeway track and strong northerly set. Run 2007-904. Caamano Sound. Suezmax: 200.000dwt, wind SE 30 kt, current flood 2 kt, waves going NW 3m The vessel proceeded on an easterly course from a position approximately 3.0 nm SW of Jacinto Racon light (S point of Dewdney Is.) on its way into Campania Sound. The wind came from SE with a speed of 30 knots and the current was a flood current of 2.0 knots. The vessel experienced a rudder failure when it had passed Shannon Rk. The transit was successful. The escort tug used almost full power to position and steady the vessel’s heading. However, the escort tug then only needed to use up to 20 deg. rudder power to maintain the vessel’s position. Run 2007-905. Caamano Sound. Suezmax: 200.000dwt, wind SE 30 kt, current flood 2 kt, waves going NW 3m The vessel proceeded on an easterly course from a position approximately 2.0 nm SSW of Alexander’s Island on its way into Campania Sound. The wind came from SE with a speed of 30 knots and the current was a flood current of 2.0 knots. When the vessel was south of Alexander Island, the rudder froze in full starboard position, and the vessel’s engine could only be safely used up to dead slow ahead and dead slow astern. The pilot decided to keep up the speed of the Suezmax as long as possible, enabling the escort tug to work in indirect mode. The pilot was able to use the escort tug in indirect mode until the speed was approximately 4.0 knots, turning the Suezmax onto original course – a safe control of the emergency situation. Run 2007-1107. Caamano Sound. Suezmax: 200.000dwt, wind SE 50 kt, current flood 2 kt, waves going NW 2m Conducted standard operations in reduced visibility and darkness. The transit was successful using the proper navigation equipment. No concerns with transit due to visibility.

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Run 2008-401. Caamano Sound. One ballast VLCC: 340.000 and one loaded VLCC: 300.000dwt, wind S 30 kt, current NW going 1.5 kt, waves going N 1m.

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 2 3 3 4 4 4 Allan 3059 3 3 3 4 4 4

Pilot comment: VLCC with “blackout” was able to control vessel satisfactorily. Run 2008-402. Caamano Sound. One ballast VLCC: 340.000 and one loaded VLCC: 300.000dwt wind NW 25 kt, current SE going 1.5 kt, waves going SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 3 3 3 3 2 4 Allan 3059 3 3 3 4 4 4

Inbound tanker frozen rudder 15 degree to port in more than one hour. Vessel continues and uses the escort tug to control the steering with a speed of 8 to 9 knots. The vessels handled well. Run 2009-203. Caamano Sound. Suezmax: 200.000dwt, wind SE 40 kt, current Ebb 2 kt, waves NE 4m Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Kevin 3017 3 3 4 3 4 4 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. The fiber towing rope will probably part in these weather conditions, especially if used under full power and with significant wave heights of 4 meters, tension winch is needed. Weather conditions were outside the normal transit conditions. It took about 20 minutes to take the way off the vessel and start towing stern wise. Run 2009-203-B. Caamano Sound. One loaded VLCC: 300.000dwt, wind SE 40 kt, current flood 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 4 4 5 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. Fiber rope will probably part during use in these weather conditions and without tension winch. Weather conditions were outside the normal transit conditions. Max speed astern after rudder failure was 2.3 knots as expected. With higher stern speed, it is very difficult to control the steering. Load on towing rope maximum.

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Run 2009-300-A. Caamano Sound. One loaded VLCC: 300.000dwt, wind SE 40 kt, current flood 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform Tug perform

Bob 3059 4 4 4 3 4 5 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. In these weather conditions, the fiber rope will probably part during use, especially if used with full load and without tension winch. Weather conditions were outside the normal transit conditions. It took about 18 minutes to take the way off and start sternway. Run 2009-300-B. Caamano Sound. One loaded VLCC: 300.000dwt, wind SE 40 kt, current flood 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Kevin 3059 3 4 4 4 4 4 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. Fiber rope will probably part during use in these weather conditions and without tension winch. Towing in more than a few hours will be difficult with fiber rope. Max speed astern obtained was 2.3 knots, as expected; at higher speed it is difficult to control the steering. Run 2009-303. Caamano Sound. One loaded LNG: 216.000 m3 and one loaded VLCC: 300.000dwt, wind NW 40 kt, current flood 1 kt, waves SE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 3 4 4 3 3 Kevin 3316 3 4 4 4 4 4

No concerns with this passage. The vessel handled well throughout the passage with room enough for safe navigation. The proposed new lights were very good. In indirect towing there was maximum load on towing rope when it was in use. Run 2009-301. Principe Channel. One loaded VLCC: 300.000dwt and one ballasted VLCC 300.000dwt, wind NW 40 kt, current SE 1.5 kt, waves going SE 1.5m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 4 4 4 Allan 3242 4 4 4 4 4 4

The vessels handled well throughout the passage.

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Run 2008-101. Principe Channel. Ballasted VLCC: 340.000dwt, wind SE 25 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 5 3 3 3 1 3 The vessels handled well throughout the passage. Fast response with maximum load on towing rope during the turns.

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D2.2 Turning of vessel This section describes pilot comments and evaluations of simulation runs with tankers performing controlled turns in e.g. Lewis Passage going into Wright Sound. Run 2007-101. Wright Sound/Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current flood 1.5 kt, waves going NW 2m. Pilot comment: Aframax arrival ballasted. The ship model maneuvered well with good directional stability. The SE wind affected the ship model correctly. The ship remained in a good position throughout the passage. No problems were observed during the passage. Run 2007-102. Wright Sound/Lewis Passage. Aframax: 110.000dwt, wind SE 40 kt, current flood 1.5 kt, waves going NW 2m. Pilot comment: Aframax arrival loaded. The ship handled well. The wind force on the aft superstructure was noticeable, but manageable. No real concerns with this transit. Run 2007-103. Wright Sound/Lewis Passage. Aframax: 110.000dwt, wind NW 40 kt, current flood 1.5 kt, waves going SE 2m. Pilot comment: Aframax arrival ballasted. No problems were observed in this run. Only very small rudder angles were used when rounding North Tip of Gil Island. Due to the wind on the quarter, the vessel yawed and pitched with swell in Wright Sound. Run 2007-104. Wright Sound / Lewis Passage. Aframax: 110.000dwt, wind NW 40 kt, current flood 2 kt, waves going SE 2m. Pilot comment: Aframax arrival loaded. No problems were observed with this passage or with the turns. The vessel handled well throughout the passage. Run 2007-105. Wright Sound / Lewis Passage. Suezmax: 200.000dwt, wind NW 40 kt, current flood 2.0 kt, waves SE 2m. Pilot comment: Suezmax arrival loaded. Some additional (approximately 10 deg.) rudder required to keep vessel steady with the squaretail wind. The vessel felt somewhat directionally unstable. No real concerns with the transit. Run 2007-201. Wright Sound. VLCC: 340.000dwt, wind NW 40 kt, current flood 2 kt, waves SE 2m. Pilot comment: The vessels handled well throughout the passage. The tug was used to assist in steering. This was done to test the efficiency of the tug.

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Run 2007-202. Wright Sound / Lewis Passage / Squally Channel. VLCC: 340.000dwt, wind SE 40 kt, current flood 2 kt, waves going NW 2m. Pilot comment: VLCC arrival ballasted. When approaching Lewis Passage, the ship experienced up to 20 deg. leeway. The vessel responded well to the helm. The pilot maintained 15–20 deg. leeway throughout Lewis passage. While passing Black Rk, the vessel had 2–3 knots noticeable set to the North. No concern with the passage, but it is essential and very important to have proper navigation equipment to detect cross track errors in those narrow passages. Run 2007-306. Wright Sound / Lewis Passage. Aframax: 110.000dwt, wind SE 40 kt, current flood 2 kt, waves going NW 2m. Pilot comment: Aframax arrival ballasted. No problems were observed with this passage or with the turns. Vessel handled well throughout the passage. Run 2007-307. Wright Sound / Lewis Passage. Aframax: 110.000dwt, wind SE 40 kt, current flood 2 kt, waves going NW 2m. Pilot comment: Aframax arrival loaded. The ship handled well. No real concerns with the transit. Run 2007-401. Wright Sound / Lewis Passage. Aframax: 110.000dwt, wind NW 40 kt, current flood 2 kt, waves going SE 2m. Pilot comment: Aframax departure ballasted. No problems were observed with this passage or with the turns. The vessel handled well throughout the passage. Run 2007-501. Wright Sound / Lewis Passage. Aframax: 110.000dwt, wind NW 50 kt, current flood 2 kt, waves going SE 2m. Pilot comment: Aframax departure loaded. No problems were observed with this passage or with the turns. The vessel handled well throughout the passage. The ship’s course was kept with an average rudder angle of 10 deg. The ship’s ROT (Rate Of Turn) was easily controlled.

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Run 2007-502. Wright Sound / Lewis Passage. Suezmax: 200.000dwt, wind SE 50 kt, current flood 2 kt, waves going NW 2m. Pilot comment: Suezmax departure loaded. With a SE wind force of 50 knots and 2.0 – 2.5 knots flood current it was necessary to use approximately 15 – 20 deg. starboard rudder in Lewis channel. No real concern with this transit. Run 2007-503. Wright Sound/Lewis Passage. Suezmax: 200.000dwt, wind NW 50 kt, current flood 2 kt, waves going SE 2m. Pilot comment: Suezmax departure ballasted. No problems were observed with this passage or with the turns. The vessel handled well, with very little steering force required to maintain handling and the ship’s ROT. Run 2007-505. Wright Sound/Lewis Passage. VLCC: 340.000, wind NW 50 kt, current flood 2 kt, waves SE 2m. Pilot comment: VLCC departure loaded. Engine power was set between half to full to maintain target speed of 9 – 10 knots. The vessel’s ROT was controlled with 5 – 25 deg rudder. During the turns, the average rudder angles varied between 10 – 15 deg. The vessel handled well. Run 2007-801. Wright Sound. VLCC: 340.000, wind SE 50 kt, current flood 2 kt, waves going NW 2m. Pilot comment: The vessel was on a northerly course just passing SW of Black Fly pt at Gil Is en-route into Wright Sound. Just before the starboard turn into Wright Sound, the vessel experienced rudder failure. At the same time, another ship was coming down from Grenville Channel. The pilot informed the escort tug about the situation and the escort tug acted as the vessel’s rudder. The pilot kept a speed of approximately 8 knots when passing through Wright Sound and up into Douglas Channel. Just after the turn into Douglas Channel, the tow line parted, a new line was connected, and when passing Cape Farewell, the pilot decided to stop the vessel and allow the vessel to drift back while steering engine repair was completed. The escort tug could easily hold the vessel in a safe position. The emergency situation did not cause any big concerns and could easily be dealt with. Run 2007-802. Wright Sound / Lewis Passage. VLCC: 340.000, wind NW 50 kt, current flood 2 kt, waves going SE 2m. Pilot comment: The vessel proceeded on a southerly course in Douglas Channel. When arriving at a position abeam of Money Pt, the vessel experienced a steering failure. The pilot decided to proceed, passing Wright Sound, down to Lewis passage to a position south of Keld Pt (Fin Is). The vessel came through the passage safely. The choice to continue the passage through Lewis Passage was optional as the pilot could have chosen to stop the vessel just south of Cape Farewell in Wright Sound.

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Run 2008-201. Wright Sound. Ballasted VLCC: 340.000, wind SE 25 kt, current NW 1 kt, waves going NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship Perform

Kevin 3413 4 4 3 4 5 4 The vessels handled well throughout the passage. The tug was used to assist in steering. Crossing traffic in Wright Sound. Run 2008-204. Wright Sound. Loaded Suezmax: 200,000dwt and one loaded LNG: 202.000 m3, wind NW 30 kt, current SE 1 kt, waves going SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship Performan

Kevin 3017 4 4 4 4 4 4 Allan 3355 5 3 3 3 4 3

Everything went as planned, best place to meet in Wright Sound. The vessels handled well without any problems. Run 2008-205. Wright Sound. One ferry and one loaded VLCC: 300.000dwt, wind SE 30 kt, current NW 1 kt, waves going NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism.

Ship Perform

Kevin 3059 4 4 4 4 4 4 Allan 3448 3 3 3 4 4 3

VLCC coming down from Douglas Channel and enter into Wright Sound where she meets a ferry on collision course. Communication is an important key to this meeting situation. The vessels handled well without any problems. Run 2009-402. Wright Sound. One ballasted VLCC: 340.000dwt and one loaded VLCC: 300.000dwt, wind SE 30 kt, current NW 1 kt, waves going NW 1m. Pilot comment:

Pilot Ship no.

Scores Safety Efficiency

Resource Man.

Ex. Realism

Ship perform

Tug perform

Kevin 3413 4 4 4 4 4 4 Bob 3059 4 4 3 4 4 4

The vessels handled well throughout the passage. No problems with the turns in the Channel onboard the vessels. There were no problems with the passage, the situation was well controlled. The new proposed lights were very good. Tugs were used to assist in indirect towing mode during the passage and with max 75% of power.

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D2.3 Meeting ships at location with limited width This section describes pilot comments and evaluations of simulation runs with two tankers meeting on opposite course in the 5 areas with limited width. See section 6.2.2 of the report for description of the areas. Run 2008-202. Principe Channel. Suezmax loaded: 200.000dwt , LNG loaded: 200.000m3, wind NW 25 kt, current SE 1.0 kt, waves going SE 1m. Pilot comment:

Pilot Ship no Scorers Safety

Efficiency Resource Man.

Exercise Realism

Ship perform

Tug perform

Kevin 3017 2 3 3 4 4 4 Al 3240 3 3 3 3 4 3

The tankers were handled well throughout the passage of Principe Channel. The situation was controlled with good communication to other traffic. Tugs were used to assist in indirect towing mode during the passage and with a maximum of 75% of power used. This was done to test the efficiency of the tugs. The maneuver could have been handled without the tugs assisting. Run 2008-306. Principe Channel. VLCC: 300.000dwt and LNG. 216.000m3, wind NW 40 kt, current SE 1.5 kt, waves going SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3059 4 4 4 4 4 4 Allan 3316 3 3 3 3 4 4

Would not like to meet incoming vessel close to Foul Pt. due to very large drift angle of 4 to 5 knots setting southeast. Run 2008-203. Otter Channel. VLCC: 340.000dwt and LNG. 216.000m3, wind NW 30 kt, current SE 1 kt, waves going SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 3 4 4 4 4 4 Allan 3315 4 4 3 4 5 3

After passage of the vessels, the LNG got rudder failure to starboard 20, and the tug managed to counteract. The VLCC got blackout, and the tug should stop the headway. Onboard each vessel they succeed to handle the vessels by using the tugs for steering and stopping in a controlled manner without any problems.

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Run 2008-304. Otter Channel. LNG. 216.000, ballasted VLCC: 340.000dwt, wind NW 40 kt, current SE 1 kt, waves going SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3315 2 3 3 4 3 4 Allan 3413 2 3 3 3 4 4

Would not recommend meeting in Otter Channel with strong wind. Bow on VLCC was seeking wind throughout the run. Succeed in handling the vessels by using the escort tugs for steering in a controlled manner without any problems. Run 2009-302. Otter Channel. LNG. 200.000, VLCC: 300.000dwt, wind SE 40 kt, current SE 1 kt, waves going NW 1.5m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3239 4 4 4 4 4 4 Kevin 3059 4 4 4 4 4 4

The vessels handled well throughout the passage without any concerns during passage. Run 2008-204. Wright Sound. Suezmax: 200.000dwt, LNG: 202.000m3, wind NW 30 kt, current SE 1 kt, waves SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship Performan

Kevin 3017 4 4 4 4 4 4 Allan 3355 5 3 3 3 4 3

Everything went as planned, best place to meet in Wright Sound. The vessels handled well without any problems. Run 2008-205. Wright Sound. Ferry and VLCC: 300.000dwt, wind SE 30 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism.

Ship Perform

Kevin 3059 4 4 4 4 4 4 Allan 3448 3 3 3 4 4 3

VLCC coming down from Douglas Channel and enter into Wright Sound where she meets a ferry on collision course. Communication is an important key to this meeting situation. The vessels handled well without any problems.

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Run 2008-301. Wright Sound. VLCC: 340.000dwt, LNG 202.000 m3, wind SE 30 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 4 4 4 4 4 4 Allan 3355 3 3 3 4 5 3

Good communication between vessels an important key to this meeting situation. The vessels handled well without any problems. Safe distance between other vessels. In Wright Sound, VLCC had a “blackout” and managed to control the situation and keep clear of the ground by using the tug for steering and breaking the speed. Run 2009-402. Wright Sound. VLCC: 340.000dwt, VLCC 300.000dwt, wind SE 30 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Kevin 3413 4 4 4 4 4 4 Bob 3059 4 4 3 4 4 4

The vessels handled well throughout the passage. No problems with the turns in the Channel onboard the vessels. There were no problems with the passage, the situation was well controlled. The new proposed lights were very good. Tugs were used to assist in indirect towing mode during the passage and with max 75% of power. Run 2008-206. Douglas Channel. VLCC: 300.000dwt, LNG 202.000m3, wind NW 30 kt, current NW 1 kt, waves SE going 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3059 3 3 4 4 3 4 Allan 3355 3 3 3 3 4 4

VLCC closer to Emilia Island than under normal circumstances. Only because the exercise was started too close to shore. Communication is an important key to this meeting situation. The vessels handled well without any problems. Run 2008-305. Douglas Channel. VLCC: 300.000dwt, VLCC: 340.000dwt, wind NW 40 kt, current SE 1 kt, waves SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3059 2 3 3 4 3 4 Allan 3413 3 3 3 3 4 4

Would not like to meet an incoming vessel close to Emilia Island under these weather conditions.

15

Run 2009-400. Douglas Channel. VLCC: 340.000dwt, VLCC: 300.000dwt, wind S 30 kt, current N 1 kt, waves N 0.5m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3413 4 4 3 4 4 3 Kevin 3059 4 4 4 4 4 4

The vessels handled well throughout the passage. No problems with the turns in Douglas Channel onboard the vessels. There were no problems passing two vessels in Douglas Channel, the situation was well controlled. The new proposed lights were very good. Run 2009-401. Douglas Channel. VLCC: 300.000dwt, VLCC: 340.000dwt, wind SW 30 kt, current NE 1 kt, waves going NE 0.5m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3059 4 4 4 4 4 4 Bob 3413 4 4 3 4 4 3

The vessels handled well throughout the passage. No problems with the turns in Douglas Channel onboard the vessels. There were no problems with the passage and the situation was well controlled. The new proposed lights were very good. Run 2008-403. Whale Sound. VLCC: 300.000dwt, VLCC: 340.000dwt, wind NNE 30 kt, current NNE 1.5 kt, waves going SSW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3059 2 3 3 4 3 3 Allan 3413 3 3 3 4 4 4

Good alternative passage. Should be a one way route for VLCC. Vessels handled well. Run 2008-501. Whale Sound. VLCC: 340.000dwt, VLCC: 300.000dwt, wind S 40 kt, current NNE 1.5 kt. NNE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 2 3 4 4 4 4 Allan 3059 3 3 3 4 4 4

Good alternative route, but we will never meet here. Vessels handled well.

16

D2.4 Tankers meeting crossing traffic This section describes pilot comments and evaluations of simulation runs with tankers approaching and crossing areas where there are other crossing traffic. This is e.g. seen in Wright Sound. Run 2008-205. Wright Sound. VLCC: 300.000dwt, one ferry, wind SE 30 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism.

Ship Perform

Kevin 3059 4 4 4 4 4 4 Allan 3448 3 3 3 4 4 3

VLCC coming down from Douglas Channel and enter into Wright Sound where she meets a ferry on collision course. Communication is an important key to this meeting situation. The vessels handled well without any problems. Run 2008-301. Wright Sound. VLCC: 340.000dwt, LNG: 202.000m3, wind SE 30 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 4 4 4 4 4 4 Allan 3355 3 3 3 4 5 3

Good communication between vessels an important key to this meeting situation. The vessels handled well without any problems. Safe distance between other vessels. In Wright Sound, VLCC had a “blackout” and managed to control the situation and keep clear of the ground by using the tug for steering and breaking the speed. Run 2009-402. Wright Sound. VLCC: 340.000dwt, VLCC: 300.000dwt, wind SE 30 kt, current NW 1 kt, waves NW 1m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Kevin 3413 4 4 4 4 4 4 Bob 3059 4 4 3 4 4 4

The vessels handled well throughout the passage. No problems with the turns in the Channel onboard the vessels. There were no problems with the passage, the situation was well controlled. The new proposed lights were very good. Tugs were used to assist in indirect towing mode during the passage and with max 75% of power.

17

D2.5 Berthing and un-berthing at Kitimat This section describes pilot comments and evaluations of simulation runs with tankers approaching, berthing and un-berthing at the proposed oil terminal at Kitimat. Run 2007-1001. Kitimat Terminal. Suezmax: 200.000dwt, wind SE 40 kt, current flood 2 kt, waves going NW 2m. Pilot comment: Had to use a lot of tug power, but the run and berthing were successful. It is recommended to establish general and specific Standard Operational Procedures (SOP’s) for the operations at the terminal. It is recommended to acquire a portable pilot support system when navigating the simulated routes. Run 2007-1002. Kitimat Terminal. Suezmax: 200.000dwt, wind SE 30-40 kt, current flood 2 kt, waves going NW 2m. Pilot comment: Approach successful to the berth. The escort tug used as breaking force on approach to counter following wind and current. It is recommended to establish general and specific Standard Operational Procedures (SOP’s) for the operations at the terminal. It is recommended to acquire a portable pilot support system when navigating the simulated routes. Run 2007-1003. Kitimat Terminal. Suezmax: 200.000dwt, wind SE 30-40 kt, current flood 2 kt, waves going NW 2m. Pilot comment: Outflow winds and ebb current pinned the vessel to berth. Astern power requested immediately to hold position alongside when we let go the ropes. Escort tug was used to overcome forces keeping the vessel alongside berth. Run 2007-1004. Kitimat Terminal. Suezmax: 200.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: Outflow winds and ebb current pinned the vessel to berth. Astern power requested immediately to hold position alongside when we let go the ropes. Escort tug was used to overcome forces keeping the vessel alongside berth. Run 2007-1005. Kitimat Terminal. Suezmax: 200.000dwt, wind NW 30 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: Turned vessel and went stern wise to the condensate berth. Wind and current helped in turning the vessel. Tugs worked well. Run 2007-1006. Kitimat Terminal. VLCC: 340.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m.

18

Pilot comment: The vessel was stopped by use of escort tug for breaking. The berthing was successful. Full power from escort tug was used against the N-Westerly for reverse turn. It is recommended to acquire a portable pilot support system when navigating the simulated routes. Run 2007-1101. Kitimat Terminal. VLCC: 340.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: The pilot decided to make the approach with a passing distance of approximately 150 - 200 meter to the VLCC berth, followed by a starboard turn and final approach alongside assisted by the tugs and the vessel’s own power. The vessel reached a position approximately 160 meters past the VLCC berth with a speed = 1.1 knots, ROT = 0 deg/min, and course = 19 deg. The pilot decided to commence a slow starboard turn. When the vessel turned to an approximate course of 90 deg and no head way speed, positioned with the stern perpendicular to the VLCC berth, the distance to the berth was 130 meter and the ROT= 17 deg/min starboard. The vessel’s drift had increased to 2.1 knots towards south caused by the NW wind and ebb current. The pilot ordered the tugs to lift off full and ordered the vessel’s own rudder full starboard and engine full ahead. However, the drift forces were too high, and the arrival was abandoned and the simulation stopped. The above approach cannot be recommended, especially if the condensate berth is occupied by another vessel. If so, the VLCC is partly restricted to proceed at sufficient distance to the north prior to commencing the turn. An alternative approach would be to make the approach from a position more to the east. When arriving in a position just north of the VLCC berth, the vessel turns into berth, using mainly own power and rudder, while the escort tug breaks off the vessel’s speed to an acceptable level of 1.5 – 3 knots. One tug should be connected at centre lead forward to assist the turn. If required, when the vessel is aligned with the berth, the other assisting tug pushes the vessel the final distance alongside. Run 2007-1103. Kitimat Terminal. VLCC: 340.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: The pilot made the arrival on a NNE course with a distance to the VLCC berth of approximately 275 - 350 meter, then slowly approached up towards a position of 150 – 200 meters perpendicular to the southern part of the moored vessel at the condensate berth. The vessel started a starboard turn and steadied up a safe drift angle towards the VLCC berth. The vessel’s heading was corrected to minimize the drift by using the aft tug connected at centre lead aft to keep down the headway speed. The other tugs corrected the bow and the ROT. This simulation was successfully executed, but the 125 ton tug at the stern required full power to stop the vessel’s headway speed. The pilot kept well clear of the moored vessel at the condensate berth, but during the turning maneuvers there was no room for tug failure. Still, it is recommended to make the approach by using a port turn to the VLCC berth using the escort tug as a speed breaker while using the vessel’s own engine and rudder for maneuvering, especially with a vessel moored at the condensate berth. Run 2007-1104. Kitimat Terminal. VLCC: 340.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m Pilot comment: When all the mooring lines had been cast off and the tugs commenced to lift off the vessel from berth, the pilot ordered dead slow astern on the engine to remain in position perpendicular to the berth. As soon as the vessel started to come off the berth forward and aft – the pilot stopped the engine. Thereafter, the rudder was set to port 20 deg and the engine was set to dead slow/slow ahead to come off the berth. The aft tug had to work with almost full capacity since the ebb current pinned the vessel’s stern to the berth. However, very soon it was noted that the aft tug not could cope with the above maneuver, and the pilot therefore changed the rudder to full

19

starboard to assist the aft tug to lift off the stern. When the vessel was positioned perpendicular to the VLCC berth with a drift speed of approximately 0.5 knots forward and aft, a headway speed of 1.0 knots, and a distance to the berth of 70 meters, the vessel’s engine was set to half ahead and the rudder changed full to port. The vessel’s engine varied between half and full ahead to safely clear the berth and onto a safe departure route. The vessel steadied up on a course of 163 deg with a speed of 3.3 knots. All tugs except for the escort tug disconnected their lines, and the simulation was completed. Another departure approach would have been to keep the departure vessel in a position perpendicular to the VLCC berth or even allow own vessel to come further north by setting own engine to slow astern during the entire lift-off operation until the departure vessel positioned approximately 300 – 350 m off th Run 2007-1105. Kitimat Terminal. VLCC: 340.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: When all the mooring lines had been cast off and the tugs commenced to lift off the vessel from berth, the pilot ordered slow astern on the engine to remain in a position perpendicular to the berth. When the vessel was almost perpendicular positioned slightly north of the original mooring position, 340 m off the berth, the vessel’s engine was stopped and all tugs except for the escort tug were disconnected the departure and the departure to sea commenced. The simulation indicated that the above departure procedure in NW wind and ebb current was easier to execute and required less power compared to the departure procedure in run 1104. Run 2007-1106. Kitimat Terminal. VLCC: 340.000dwt, wind NW 40 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: The pilot made the approach from a more eastern position and commenced to turn the vessel towards the VLCC berth when arriving to an approximate position of 1100 meters perpendicular to the southern part of the condensate berth. The vessel’s speed = 3.0 knots, the engine was set to slow ahead and the escort tug was ordered to keep the vessel’s speed down to approximately 2.5 – 3.0 knots. When approaching the VLCC berth on an approximate course of 257 deg, with own engine still set to slow ahead, the escort tug was ordered to reduce the vessel’s speed to 2.0 knots. At this time, the distance to the VLCC berth was approximately 600 meters from the vessel’s bow to the berth. The pilot experienced some difficulties in judging the distance to the berth and reduced the engine to stop with the result that the southerly drift increased caused by the ebb current and the NW wind of 50 knots. The pilot decided to minimize the current drift effect by ordering the vessel’s rudder to full port and to give a good kick ahead on the engine. When the vessel had minimized the drift angle to the current flow, the pilot set the engine to half astern with amidships rudder and took the vessel to a position more to the north before commencing to push the vessel alongside. The vessel’s speed was reduced a little too early and the breaking tug connected astern was not optimally used to assist in reducing the speed during the turn into port. Hence, the final approach was a little delayed. However, during the entire arrival the pilot had sufficient maneuvering space and could safely control the vessel at all times. Run 2008-302. Kitimat Terminal. Suezmax: 200.000dwt, LNG: 216.000m3, wind SE 30 kt, current NW 1 kt, waves 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship Perform.

Kevin 3414 4 3 3 4 4 4 Allan 3316 5 3 3 5 5 3

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Communication is an important key to this meeting situation. The vessels handled well without any problems. Strong set to north by wind. Run 2009-100. Kitimat Terminal. VLCC: 340.000dwt, wind SW 6 kt, current 0. Pilot comment:

Pilot Ship No.

Scores Safety

Efficiency Resource Man.

Exercise Realism

Ship perform

Tug perform

Kevin 3413 4 4 3 4 4 4 No problems were observed with this passage or with the port turn. The vessel handled well throughout the passage. Run 2009-101. Kitimat Terminal. VLCC: 340.000dwt, wind SSW 15 kt, current NNE 0.5 kt. Pilot comment:

Pilot Ship no.

Scores¨ Safety Efficiency

Resource Man.

Ex. Realism

Ship perform

Tug perform

Bob 3413 4 4 3 4 4 4 No problems were observed with this passage or with the port turn. The vessel handled well throughout the passage. Run 2009-102. Kitimat Terminal. VLCC: 340.000dwt, wind SSW 30 kt, current NNE 0.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency Resource

Man. Ex. Realism Ship

perform Tug

perform Kevin 3413 4 4 4 4 4 4

No problems were observed with this passage or with the port turn. The vessel handled well throughout the passage. Run 2009-103. Kitimat Terminal. VLCC: 340.000dwt, wind NNE 30-50 kt, current SSW 1 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3413 3 4 4 4 4 3 No problems were observed with this passage or with the port turn. The vessel handled well throughout the passage, loaded VLCC at north berth.

21

Run 2009-104. Kitimat Terminal. VLCC: 340.000dwt, wind NNE 40 kt, current SSW 1 kt. Pilot comment:

Pilot Ship no.

Scores Safety Efficiency

Resource Man.

Ex. Realism

Ship perform

Tug perform

Kevin 3413 3 3 3 4 4 4 No problems were observed with this passage or with the starboard turn. The vessel handled well throughout the passage, loaded VLCC at north berth. Now and then it was necessary to use tug power 100% due to strong wind. Run 2009-200-B. Kitimat Terminal. VLCC: 300.000dwt, wind SSW 30 kt, current NNE 1.0 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform.

Kevin 3059 3 3 4 4 4 4 No problems were observed with this departure. The vessel handled well throughout the passage, loaded VLCC at south berth. Run 2009-200. Kitimat Terminal. VLCC: 300.000dwt, wind NNE 30 kt, current NNE 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 3 4 4 3 4 4 No problems were observed with this departure. The vessel handled well throughout the passage, ballasted VLCC at south berth. Run 2009-202-B. Kitimat Terminal. Suezmax: 200.000dwt, wind SSW 40 kt, current NNE 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Kevin 3017 3 3 4 4 4 4 No problems were observed with this arrival and weather conditions. The vessel handled well throughout the arrival and the passage of the loaded VLCC at the south berth. Run 2009-202. Kitimat Terminal. Suezmax: 200.000dwt, wind NNE 40 kt, current SSW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man.

Ex. Realism

Ship perform

Tug perform

Bob 3017 4 4 4 4 4 4 No problems were observed with this arrival. The vessel handled well throughout the arrival and the passage of the loaded VLCC alongside the south berth.

22

Run 2009-508. Kitimat Terminal. VLCC: 340.000dwt, wind SW 30-60 kt, current NNE 0.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency Resource

Man. Ex. Realism Ship perform. Tug perform. Kevin 3413 3 4 3 4 4 4 Could be safely done as tested. Tugs used at maximum power now and then. Run 2009-509. Kitimat Terminal. VLCC: 300.000dwt, wind NNE 30-60 kt, current SSW 0.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 4 4 4 Everything went as planned, the vessel handled well.

23

D2.6 Emergency arrest maneuvers This section describes pilot comments and evaluations of simulation runs with tankers involved in emergency arrest maneuvers. This section also includes other types of emergency maneuvers. See also appendix D. for details like weather and other circumstances which occur during the runs. Run 2007-803. Otter Channel/Nepean Sound. VLCC: 340.000dwt, wind SE 50 kt, current flood 2 kt, waves going NW 2m. Pilot comment: One nm (1852 meters) before the wheel over point the vessel experienced a rudder failure. The pilot decided to continue the passage into Otter channel using the Escort tug as an emergency rudder. At a certain time the escorts tug misunderstood the pilot’s order and went hard to starboard instead of hard to port. The pilot noted the situation and corrected the escort tug. The pilot had no problem recovering the situation and could safely execute the turn into Otter Channel. Run 2007-901. Douglas Channel. VLCC: 340.000dwt, wind SE 50 kt, current flood 2 kt, waves NW 2m. Pilot comment: The pilot decided to continue using the escort tug for emergency steering. When the vessel had passed Grant Pt., the VLCC experienced engine blackout, as well. The pilot kept the tug in indirect mode until the speed was approximately 5.5 – 6 knots and then changed to direct mode. When the vessel came to a stop, the tug changed position from aft to forward. Normally, it would be preferable to change course to starboard with the wind. However, the pilot decided to make the turn to port to see if the vessel could successfully initiate the turn. As a result, the vessel experienced a very strong drift when lying abroad side in the channel. Run 2007-902. Douglas Channel. VLCC: 340.000dwt, wind NW 50 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: The vessel proceeded on a northerly course in Douglas Channel, from a position 3 nm SE of Helen Pt. When arriving to a position approximately 1.5 nm SE of Helen Pt., the vessel experienced rudder failure. When the vessel had passed Grant Pt., the vessel experienced a total blackout. There were no problems with safely keeping the vessel in a safe position, and the situation was well controlled. Run 2007-903. Otter Channel. VLCC: 340.000dwt, wind SE 50-60 kt, current ebb 2 kt, waves going NW 2m. Pilot comment: The vessel proceeded on a westerly course ESE of Mc Creight Pt. The wind came from SE with a speed of 50 knots inside Otter Channel and increased to 60 knots from SE when the vessel had passed Fleishman’s Pt. The current was an ebb current of 2.0 knots. During the approach to Otter Channel, the pilot decided to use the escort tug to assist him positioning the VLCC in the middle of the outbound track in Otter Channel. Just after the vessel passed Mc Creight Pt, the VLCC experienced engine problem, scavenging-air fire, and the pilot requested not to use the engine more than maximum slow ahead and to stop the VLCC engine as soon as possible. Due to the slow speed, the VLCC was yawing badly and had to use hard over rudder to control the vessel. When entering Otter Channel, the pilot used the escort tug to control the vessel. After departing Otter Channel, the pilot decided to shut down the main engine. The pilot tried to turn the vessel north into the tide but was not able to execute such a maneuver. Instead the pilot turned the vessel to the south and steamed into the wind – a successful handling of the emergency situation.

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Run 2007-904. Caamano Sound. Suezmax: 200.000dwt, wind SE 30 kt, current flood 2 kt, waves going NW 3m. Pilot comment: The vessel proceeded on an easterly course from a position approximately 3.0 nm SW of Jacinto Racon light (S point of Dewdney Is.) on its way into Campania Sound. The wind came from SE with a speed of 30 knots and the current was a flood current of 2.0 knots. The vessel experienced a rudder failure when it had passed Shannon Rk. The transit was successful. The escort tug used almost full power to position and steady the vessel’s heading. However, the escort tug then only needed to use up to 20 deg. rudder power to maintain the vessel’s position. Run 2007-905. Caamano Sound. Suezmax: 200.000dwt, wind SE 30 kt, current flood 2 kt, waves going NW 3m. Pilot comment: The vessel proceeded on an easterly course from a position approximately 2.0 nm SSW of Alexander’s Island on its way into Campania Sound. The wind came from SE with a speed of 30 knots and the current was a flood current of 2.0 knots. When the vessel was south of Alexander Island, the rudder froze in full starboard position, and the vessel’s engine could only be safely used up to dead slow ahead and dead slow astern. The pilot decided to keep up the speed of the Suezmax as long as possible, enabling the escort tug to work in indirect mode. The pilot was able to use the escort tug in indirect mode until the speed was approximately 4.0 knots, turning the Suezmax onto original course – a safe control of the emergency situation. Run 2007-804. Squally Channel. VLCC: 340.000dwt, wind SE 50 kt, current ebb 2 kt, waves going NW 2m. Pilot comment: When the vessel had passed Ferny Hough Pt, the vessel experienced a total blackout. After approximately 10 minutes, the vessel regained the emergency steering ability directly from steering flat. The pilot gave rudder helm orders from the bridge directly to the engine room steering flat. The pilot’s initial action was to stop the vessel, but after a second thought the pilot decided not to reduce vessel’s speed but to keep up the speed as much as possible and to continue the passage using the escort tug as a pusher at the stern. The pilot managed to keep a passage speed of 6 – 7 knots resulting in a safe passage. Run 2007-805. Squally Channel. VLCC: 340.000dwt, wind NW 50 kt, current ebb 2 kt, waves going SE 2m. Pilot comment: In this simulation, the VLCC vessel did not regain the emergency steering, resulting in both steering and speed being controlled by the escort tug. The pilot experienced engine blackout and rudder failure but was able to control the VLCC’s heading by using the escort tug in indirect steering mode. When the VLCC’s speed reduced to approximately 10 knots, the escort tug was used as a pusher directly at the VLCC’s stern acting as both engine and rudder - a strategy that worked well. The vessel made an approximately 30 deg. turn to starboard by again ordering the escort tug into indirect steering mode. After steadying up on the new course, the escort tug went back to direct mode, pushing at the VLCC’s stern. The escort tug was able to both push and steer the VLCC with an approximate speed of 8-9 knots under safe control. Run 2007-806. Squally Channel. VLCC: 340.000dwt, wind SE 50 kt, current ebb 2 kt, waves going NW 2m. Pilot comment:

25

The simulation went as expected, with the tug able to safely handle the VLCC both in the channels under way in indirect mode (more than 5 knots) and direct mode (less than 5 knots). The tug was also able to hold the VLCC in a proper position by slowly towing against the current, while awaiting the engine/rudder repair. Run 2008-401. Caamano Sound. VLCC: 340.000dwt, VLCC: 300.000dwt, wind S 30 kt, current NW 1.5 kt, waves N 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 2 3 3 4 4 4 Allan 3059 3 3 3 4 4 4

VLCC with “blackout” was able to control vessel satisfactorily. Run 2008-402. Caamano Sound. VLCC: 340.000dwt, VLCC: 300.000dwt, wind NW 25 kt, current SE 1.5 kt, waves SE 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 3 3 3 3 2 4 Allan 3059 3 3 3 4 4 4

Inbound tanker frozen rudder 15 degree to port in more than one hour. Vessel continues and uses the escort tug to control the steering with a speed of 8 to 9 knots. The vessels handled well. Run 2008-401. Lewis Passage. VLCC: 340.000dwt, VLCC: 300.000dwt, wind S 30 kt, current NW 1.5 kt, waves N 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 2 3 3 4 4 4 Allan 3059 1 3 3 3 4 3

Frozen rudder in hard to port, it took the engine room 7 minutes to set the rudder amidships but the rudder was still out of order. Vessel recovers close to port shore. The vessels handled well. Run 2008-404. Lewis Passage. VLCC: 340.000dwt, VLCC: 300.000dwt, wind N 30 kt, current NNE 1.5 kt, waves going S 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 3 4 4 4 4 4 Allan 3059 4 3 3 3 4 4

Due to failure onboard the inbound tanker, outbound tanker decides to use Cridge Passage, a good alternative route. Tanker with engine and rudder failure succeeded in controlling the VLCC with the 90 t VSP tug. Vessels handled well.

26

Run 2008-405-A. Lewis Passage. LNG: 202.000m3, wind N 30 kt, current NNE 1.5 kt, waves going S 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform.

Kevin 3355 2 3 3 4 4 4 LNG with engine and rudder failure succeeded in controlling the LNG with the 90 t VSP tug. Tug disconnected from stern and connected to the bow. Strong northerly set. Vessel handled well. Run 2008-405-B. Lewis Passage. VLCC: 300.000dwt, wind N 30 kt, current NNE 1.5 kt, waves going S 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform.

Allan 3059 2 4 3 3 4 4 LNG with engine and rudder failure. The pilot succeeded in controlling the LNG with the 90 t VSP tug. There was strong northerly set. By use of the escort tug the vessel was under control after few minutes. Vessel handled well. Run 2009-203. Caamano Sound. Suezmax: 200.000dwt, wind SE 40 kt, current ebb 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Kevin 3017 3 3 4 3 4 4 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. The fiber towing rope will probably part in these weather conditions, especially if used under full power and with significant wave heights of 4 meters, tension winch is needed. Weather conditions were outside the normal transit conditions. It took about 20 minutes to take the way off the vessel and start towing stern wise. Run 2009-203-B. Caamano Sound. VLCC: 300.000dwt, wind SE 40 kt, current flood 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 4 4 5 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. Fiber rope will probably part during use in these weather conditions and without tension winch. Weather conditions were outside the normal transit conditions. Max speed astern after rudder failure was 2.3 knots as expected. With higher stern speed, it is very difficult to control the steering. Load on towing rope maximum.

27

Run 2009-300-A. Caamano Sound. VLCC: 300.000dwt, wind SE 40 kt, current flood 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 3 4 5 Outcome: After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. In these weather conditions, the fiber rope will probably part during use, especially if used with full load and without tension winch. Weather conditions were outside the normal transit conditions. It took about 18 minutes to take the way off and start sternway. Run 2009-300-B. Caamano Sound. VLCC: 300.000dwt, wind SE 40 kt, current flood 2 kt, waves NE 4m. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug performan

Kevin 3059 3 4 4 4 4 4 After the engine failure, the tug was used to maintain and control the steering and act as brake for the assisted vessel. Fiber rope will probably part during use in these weather conditions and without tension winch. Towing in more than a few hours will be difficult with fiber rope. Max speed astern obtained was 2.3 knots, as expected; at higher speed it is difficult to control the steering. Run 2009-403-B. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3059 4 4 4 4 4 5 The tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 75% of power. The tug was able to control the vessel and turn her back to starboard. No problems were observed with the turn and the passage. Run 2009-404. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3059 3 3 4 4 4 3 Tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 100% of power. The tug was able to control the vessel and turn her back to starboard.

28

Run 2009-404-B. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 4 4 5 The tug was able to control the vessel and turn her back to starboard. Tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 100% of power. Run 2009-405-A. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3059 3 3 4 4 4 4 The tug was able to control the vessel and turn her back to starboard and keep her clear of shore and grounds. The tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 100% of power. Run 2009-405-B. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3059 4 4 4 4 4 5 The tug was able to stop the turn and turn the vessel back to starboard. The tug was also used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power Run 2009-406. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3059 2 3 3 4 4 3 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power. The tug was able to stop the turn and turn the vessel back to starboard. Under other circumstances the time spent on bringing the rudder amidships could be considerably longer. The tug performance is different from crew to crew.

29

Run 2009-406-B. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3059 4 4 4 4 4 5 The tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 100% of power. The tug was able to stop the turn and turn the vessel back to starboard, but it took 6 minutes to check the swing. Under other circumstances, the time spent to bring the rudder amidships could be considerably longer. Also, the tug performance is different from crew to crew. Run 2009-500-A. Lewis Passage. Suezmax: 200.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3017 4 3 4 3 3 4 The tug was able to stop the turn and turn in 3 minutes but was not able to overcome propeller forces with wheel hard over. The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with full load. Run 2009-500-B. Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3267 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with full load. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. Run 2009-501-A. Lewis Passage. Suezmax: 200.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3017 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power. The tug was able to stop the turn and control the vessel according to pilot’s order without problems.’

30

Run 2009-501-B. Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3267 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. The vessel handled well throughout the passage. Run 2009-502-A. Lewis Passage. Suezmax: 200.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3017 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 100 % of power. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. During full ahead and rudder hard to port, a speed of more than 6 knots was needed to overcome the tug forces. Run 2009-502-B. Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3267 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with 100% of power. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. During full ahead and rudder hard to port, it was possible to overcome rudder forces with the escort tug. Run 2009-503-A. Lewis Passage. Suezmax: 200.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3017 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of grounds in Lewis Passage with full load. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. During full ahead and rudder hard to port, a speed of more than 6 knots was needed to overcome the tug forces.

31

Run 2009-503-B. Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3267 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power. During full ahead and rudder hard over, a speed of more than 7 knots was needed to overcome the tug forces. Run 2009-504-A. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3059 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with full load. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. At 4.6 knots, the vessel overcame the tug forces. Run 2009-504-B. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3059 3 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power. The tug was able to stop the turn and control the vessel according to pilot’s order without any problems. After stopping up the swing, we were able to control the vessel with the tug. Run 2009-505-A. Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Bob 3161 4 4 4 3 3 3 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100 % of power. During full ahead and with rudder hard over, a speed of more than 5 knots was needed to over power the tug forces.

32

Run 2009-505-B. Lewis Passage. Aframax: 110.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3161 4 4 4 4 3 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with full load. The vessel was stopped quicker than in reality. No real concerns with the transit. Run 2009-506-A. Lewis Passage. VLCC: 300.000dwt, wind SE 30 kt, current NW 1.5 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform.

Tug perform.

Kevin 3059 4 4 4 4 4 4 The tug was used to assist in breaking the speed down and steer the vessel clear of the grounds in Lewis Passage with 100% of power. The tugs were able to stop the turn and control the vessel according to pilot’s order. Speed must be below 3 knots before the push tug can assist. The vessel handled well. Run 2009-507. Whale Channel. VLCC: 300.000dwt, wind SE 30 kt, current NW 1 kt. Pilot comment:

Pilot Ship no. Scores Safety Efficiency

Resource Man. Ex. Realism

Ship perform

Tug perform

Bob 3059 4 4 4 4 4 3 No real concerns with this transit. Run 2008-301. Wright Sound. VLCC: 340.000, LNG: 202.000, wind SE 30 kt, current NW 1 kt, waves going NW 1m. Pilot comment:

Pilot

Ship No.

Scores Safety

Efficiency

Resource Man.

Comm.

Exercise Realism

Ship perform

Kevin 3413 4 4 4 4 4 4 Allan 3355 3 3 3 4 5 3

Good communication between vessels an important key to this meeting situation. The vessels handled well without any problems. Safe distance between other vessels. In Wright Sound, VLCC had a “blackout” and managed to control the situation and keep clear of the ground by using the tug for steering and breaking the speed.