Simulation Study of the IAMSAR Standard Recovery Maneuvers for the Improvement of Serviceability

Abstract

Recovery maneuvers are highly important for rescuing a person overboard at sea. This is the prime reason why the International Maritime Organization (IMO) has published the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual III, which aims to assist vessels and aircrafts in the performance of a search, rescue, or on-scene co-ordinated efforts with aspects of search and rescue (SAR) which pertain to their own emergencies. The IAMSAR Manual III includes the Williamson turn, the Anderson turn and the Scharnov turn. Furthermore, the Lorén turn has been newly included in the 2019 edition of the Manual. Although several studies have pointed out that the Williamson turn needs to be applied in a modified form for proper application, in terms of returning ability to the original track line, it has not yet been modified in the Manual. Therefore, the purpose of this study is to analyze the serviceability of the four standard recovery maneuvers through a series of ship-handling simulations with representative types of ships. Our main results are as follows: firstly, the Anderson turn is the fastest recovery method, regardless of engine power and rudder efficiency; secondly, the actual paths of the Williamson turn are not consistent with the expected ones; and, finally, no correlations were found between the returning ability of the Williamson turn and any ship configuration or maneuvering ability factors, or their combinations. Thus, based on the experimental results, this paper proposes revising the descriptions of the standard recovery maneuvers and IMO regulations on ship maneuverability, as well as posting the actual tracks of the Williamson turn on the bridge in order to improve its serviceability.

Path following Control of an Underactuated Catamaran for Recovery Maneuvers

“…Since it is based on a destroyer, which has two controllable pitch propellers and two main engines, it is necessary to modify the traditional Williamson method. For example, the Williamson turning reports for a VLCC ( = 349.8 m, = 355,600 m 3 ) with under loaded conditions [ 39 ], an 8100 unit roll_on roll_off car carrier ( = 222.4 m, = 29,917 m 3 ) under ballast conditions [ 20 ], and a training ship (T/S) Segero ( = 120 m, = 9122.2 m 3 ) governed by Mokpo National Maritime University in Figure 3 a,b, and Figure 4 , respectively, where and refer to the length between perpendiculars and displacement, respectively. The degree of deviation from the original course can be seen in Figure 3 and Figure 4 .…”

“…Meanwhile, recovery maneuvers [ 17 ] are an essential skill for saving human lives in emergencies. Even though seafarers regularly perform the legal rescue training for retrieving a man overboard (MOB), it is difficult to return to the original track lines using conventional recovery maneuvers such as the Scharnov turn [ 18 ], the Williamson turn [ 19 ], and the Anderson turn [ 20 ]. Practically, regardless of sea state, it is very difficult for a duty officer to find a survivor on the sea even if the ship returns to the exact point of casualty.…”

“…For a traditional ship, the officers give sequential orders of rudders corresponding to the standard recovery maneuvers [ 17 , 20 ]. However, this requires skillful rudder action in order to eventually succeed in the mission.…”

Algorithm of Berthing and Maneuvering for Catamaran Unmanned Surface Vehicle Based on Ship Maneuverability

“…Compared with a monohull with a considerable displacement, it has a weaker resistance to heave and pitch. Inchul Kim [31], based on the experimental results, proposes revising the descriptions of the standard recovery maneuvers and International Maritime Organization regulations on ship maneuverability. The main difficulties of USV in the process of berthing in the port include two aspects-direction control and heading maintenance.…”