The ASSIST database is the official source for specifications and standards used by the US Department of Defense. Indexed documents include current and historical military and federal standards and specifications. The ASSIST document database houses over 180,000 PDF files associated with about 82,000 of the approximately 111,000 indexed documents. (Updates vary)
Examples are:
MIL-STD-810H
MIL-STD-461G
…
What is the website address?
US DOD provides with a tool called ASSIST QUICK SEARCH for searching for any of the US military standards. ASSIST website has the historic versions of the standards. All can be downloaded free of charge.
US DOD assumes that the cost of the effort for developing standards is met with the tax dollars paid by the people. That is probably the reason why these products are free for anyone. The intended audience therefor is probably the US people.
Engine Room Resource Management (ERM) is a system of achieving safe engineering operations by proactively utilizing and managing personnel, equipment, and information in the machinery space. A review the team roles, human factors, and situational awareness is required to plan and implement a proper ERM program. Remember, good ERM practices can save personnel and vessels from unwanted risks.
The course complies with the standards of Regulation III/1, III/2, III/6 and VIII/2 of STCW Convention, Section A-III/1, III/2, III/6, A-VIII/2 and B-VIII/2 of STCW Code and SIRE requirements.
Topics in a ERM training includes
Learn about effective resource allocation including crew, plant, equipment, and information management
Understand the leadership responsibilities of the Chief Engineer, including staff training and motivation, preventing crew fatigue, and conducting appropriate drills
Review individual and team roles, and how to reduce human error using situational awareness and closed loop communication
See engine room equipment functions and standard operating procedures
Relevance of this Training with existing IMO Model Courses
This course includes the topics using the guidance provided by the following IMO Model Courses.
IMO Model Course 7.02 Chief Engineer Officer and Second Engineer Officer
IMO Model Course 7.04 Officer in Charge of an Engineering Watch
IMO Model Course 2.07 Engine Rooms Simulator. 2017 Ed.
IMO Model Course 1.39 Leadership and Teamwork
IMO Model Course 1.38 Marine Environmental Awareness
Referenced Documents
The following documents must be used along with this document for effectively planning and providing an ERM training.
User Manual Vol I (SERS Software Description) describe the SERS software with the SERS Graphical User Interface (GUI) Panels accessed from the SERS Main Graphical User Interface (GUI) Panel.
User Manual Volume II (Engine Room Operations) includes the operational instructions on how to operate the engine room systems and machinery using the SERS.
User Manual Vol III (Installation & Configuration) describes the installation and the configuration of software and hardware items
This manual, User Manual Volume IV (Instructor’s Manual), includes guides and information for the instructors to utilize SERS in their trainings according to their specific training objectives.
Refer to “SERS Philosophy Document” for selecting the configuration of the SERS for your training objectives. Then use Vol. III for the proper installation of the SERS and reading the configuration guidelines.
Engine Room Resource Management (ERM) is a system of achieving safe engineering operations by proactively utilizing and managing personnel, equipment, and information in the machinery space. A review the team roles, human factors, and situational awareness is required to plan and implement a proper ERM program. Remember, good ERM practices can save personnel and vessels from unwanted risks.
The course complies with the standards of Regulation III/1, III/2, III/6 and VIII/2 of STCW Convention, Section A-III/1, III/2, III/6, A-VIII/2 and B-VIII/2 of STCW Code and SIRE requirements.
The course is aimed at officers of the engineering watch (operational level), 2nd Engineer and Chief Engineer (management level).
The course is a mix of theory case studies and simulation exercise covering topics below. The following are the four main areas to cover in an ERM training:
RESOURCE ALLOCATION: Effective resource allocation including crew, plant, equipment, and information management.
LEADERSHIP: The leadership responsibilities of the Chief Engineer, including staff training and motivation, preventing crew fatigue, and conducting appropriate drills
TEAM ROLES AND RESPONSIBILITIES: The roles and responsibilities for both individuals and team. Planning and execution must be reviewed with past experiences with the aim of reducing human error using situational awareness and closed loop communication.
TECHNICAL OPERATIONS MANAGEMENT: A study with a thorough review of equipment functions, standard operating procedures including safety procedures.
Designing your ERM Training with SERS
In this section, we provide a guidance on how to design an IMO ERM training with step by step approach. We hope that it helps you provide an effective training for your cadets or engineers already working onboard.
1. Certification of the Simulator
Certification of the simulator is highly important. You must ensure that it has all capabilities to provide the capabilities training based on STCW 2010. As for the ERM training, the simulator must be capable of demonstrating the IMO Model Course (2.07) exercises.
GDS Ship Engine Room Simulator (SERS™) is a Training Simulator System with a Full Mission (Class A) type approval certificate obtained from ClassNK. ClassNK is an IACS affiliate Classification Organization. Certificate of SERS™ lists the IMO STCW 2010 competencies, as provided in Table 1, which includes the compliance to IMO STCW Tables A-III. The class certification of SERS includes the IMO Model Course 2.07 (207) Ed.). The trainee is able to perform all exercises contained in the IMO Model Course 2.07. All exercises were demonstrated during the Class Type Approval.
Table 1: SERS™ Certification Items for STCW Training Competencies.
IMO STCW-2010 Reference
Competence
Table A-III/1.1
Maintain a safe engineering watch
Table A-III/1.2
Use English in written and oral form
Table A-III/1.3
Use internal communication systems
Table A-III/1.4
Operate main and auxiliary machinery and associated control systems
Table A-III/1.5
Operate fuel, lubrication, ballast and other pumping systems and associated control systems
Table A-III/1.6
Operate electrical, electronic and control systems
Table A-III/1.10
Ensure compliance with pollution prevention requirements
Table A-III/1.11
Maintain seaworthiness of the ship
Table A-III/1.12
Prevent, control and fight fires on board
Table A-III/1.16
Application of leadership and team working skills
Table A-III/2.1
Manage the operation of propulsion plant machinery
Table A-III/2.2
Plan and schedule operations
Table A-III/2.3
Operation, surveillance, performance assessment and maintaining safety of propulsion plant and auxiliary Machinery
Table A-III/2.4
Manage fuel, lubrication and ballast operations
Table A-III/2.5
Manage operation of electrical and electronic control equipment
Table A-III/2.6
Manage troubleshooting restoration of electrical and electronic control equipment to operating condition
Table A-III/2.8
Detect and identify the cause of machinery malfunctions and correct faults
Table A-III/2.10
Control trim, stability and stress
Table A-III/2.11
Monitor and control compliance with legislative requirements and measures to ensure safety of life at sea and protection of the marine environment
Table A-III/2.14
Use leadership and managerial skills
Table A-III/4.2
For keeping a boiler watch: Maintain the correct water levels and steam pressures
Table A-III/6.1
Monitor the operation of electrical, electronic and control systems
Table A-III/6.2
Monitor the operation of automatic control systems of propulsion and auxiliary machinery
Table A-III/6.3
Operate generators and distribution systems
Table A-III/6.4
Operate and maintain power systems in excess of 1,000 volts
Table A-III/6.5
Operate computers and computer networks on ships
Table A-III/6.7
Use internal communication systems
Table A-III/6.9
Maintenance and repair of automation and control systems of main propulsion and auxiliary machinery
Table A-III/6.12
Ensure compliance with pollution-prevention requirements
2. Simulator Detail Specs
This is probably the most tricky part. Some simulators could be cheap (!) and may be simulating the systems at a very high level. Does it have a main engine lubricating oil system? Probably yes. Does it satisfy the IMO competencies. Well this is the tricky part. It must have the LO Temperature Control System appropariately and realistically simulating the systems. We gave a simple example. Most trainers learn the specifics of the simulator after some experience of using it and become aware of the isues that prevent providing an efficient engine room simulator training. This may not be of an issue for a freshman level students; however, it becomes important when trainees are already completed their training onboard a ship and that they completed their marine engine engineering courses (Diesel Engines, Ship Auxiliary Engines, Electrical Systems, Automatic Control Systems, etc.). Additionally, the models and simulated systems has critical importance when the trainees are the personnel already have experience onboard a ship. Usually, the trainees in an ERM course will be watchkeeping officers or even chief engineers and they will probably critisize the training if the simulations are not realistic!
We have written the full specifications list for an engine room simulator, generalized with a focus on how it must help the instructors in the training. We went through each section of both the IMO STCW 2010 and IMO Model Course 2.07 and ensure the full list is at hand with the training in focus. Do not hesitate to request a copy if you are establishing an engine room training facility. We will be glad to help as trainers with ERS training experience of more than 20 years.
We should warn you that you must prepare the requirements for purchasing an Engine Room Simulator not the manufacturer.
3. Simulator Configurations
The training area must be organized with a focus into the training goals and objectives. The number of students to train at once is also an important element.
There are two examples of simulator configırations shown with the following figures. You must define your objectives first and ensure that a satisfactory number of stations and area is provided during the training.
FAA provides guides for exlaining the equipment process in the guide document called “THE FAA AND INDUSTRY GUIDE TO PRODUCT CERTIFICATION (CPI Guide), 3rd Ed.”. The document intends to inform the industry with the certification process to improve safety, teamwork, planning, accountability, quality, and continues improvement.
This post is to summarize the important sections of this document for an overview. The complete manuscript should be referred for formal studies and initiations.
The most important message given in this document is that the certification process requires partnership for ensuring the safety. Elements of ensuring safety is self evaluating the compliance level through Compliance Maturity and arranging partnership with FAA through the Partnership for Safety Plan as layed out in the aforementioned document.
Compliance Maturity
FAA desribes the compliance maturity as a measure of the ability of an Applicant to perform the required compliance activities with a minimum level of FAA involvement. It provides the FAA with the assurance that they can move from direct involvement on most project tasks to an oversight role. There is an expectation that Industry will embrace a compliance maturity culture of ever advancing compliance competencies.
Partnership for Safety Plan
The PSP is a written “umbrella” agreement between the FAA and the Applicant that focuses on high level objectives such as open and effective communication, key principles including effective certification programs utilizing the Project Specific Certification Plan (PSCP), designee utilization if applicable, issue resolution, continuous improvement, general expectations, and other agreements reached between the Applicant and the FAA that further Applicant maturity.
The PSP also helps define the general discipline and methodology to be used in planning and administering certification projects using appropriate procedures. Although the stated procedures are not required, the procedures provide a means to help the Holder/Applicant move toward a more systematic process for conducting projects that the FAA can rely on without having to do direct oversight of the projects.
Partnership for Safety Plan is an umbrella agreement that covers the following specific activity areas:
Continued Operational Safety
Project Specific Certification Plan
Risk Based Level of Project Involvement
Continuous Improvement
Issues Resolution Process
Other as defined by the PSP
Project Specific Certification Plan (PSCP)
Developed based on the needs of the project as defined in paragraph 2-3.d of FAA Order 8110.4, the PSCP must provide clarity for how the Applicant will comply with the regulations. The PSCP is a key tool in meeting the 14 CFR part 21 requirements for the certification and approval of a product.
Test Standard: RTCA-DO-160G
RTCA-DO-160G is the current test standard version to use for equipment certification testing. Everything airborne from small general aviation aircraft and rotary aircraft to large airliners and transport planes must go through DO-160 testing. The DO-160 standard and the EUROCAE ED-14 standard are identically worded. DO-160 standard procedures van be used in either FAA or EASA certification projects. The catergories, procedures, and test parameters are derived from FAA regulations and for most of the procedures there is a direct reference.
DO-160 testing involves a wide range of factors, from humidity and temperature to electrical interference and shock resistance. The standard is intended to cover almost anything that can disrupt the performance of an airborne electrical or electronic device. By undergoing the certification and testing process, a DO-160 compliant device can deliver reliable and accurate operation in any flight condition.
GDS Engineering R&D provides training on the RTCA-DO-160G testing. Part 21 process and all tests in DO-160 are covered in this short two and a half day training.
GDS Systems Engineering V&V Training Courses Event Calendar
We announce upcoming training on these pages. Due to COVID-19 pandemic situation, we offer only ONLINE training courses for the time being. Please communicate with us if you need a group training, which could be scheduled based on your plans and schedules.
Select the best training from below list that fits to your training needs.
TÜRKİYE’NİN İLK YERLİ GEMİ MAKİNE DAİRESİ SİMÜLATÖRÜ SERS™, TÜRKİYE’DEN SONRA YURTDIŞI’NDA DA TERCİH EDİLEN SİMÜLATÖR OLMAYI BAŞARDI
İTÜ Denizcilik Fakültesi Makine 1990 mezunu olan ve halen İTÜ Denizcilik Fakültesi’nde öğretim görevlisi olarak görev yapmakta olan Dr. İsmail Çiçek tarafından 2014 yılında Teknopark İstanbul’da kurulmuş olan GDS Mühendislik Ar-Ge Firmasının geliştirdiği Gemi Makine Daiesi Simülatörü (Ship Engine Room Simulator, SERS™), Japon klas kuruluşu ClassNK tarafından Full Mission (Class A) tipinde sertifikaya sahip Türkiye’nin ilk ve tek yerli ve milli simülatörüdür. Daha önce Malta’da kurulan bir eğitim merkezi, İTÜ Kuzey Kıbrıs Gemi Makineleri İşletme Mühendisliği Bölümü ve Yıldız Teknik Üniversitesi Gemi İnşaatı ve Denizcilik Fakültesi’nde de verilen Gemi Makine Dairesi Simülatörü derslerinde hem uzaktan hem de yüz yüze eğitimlerde kullanılmaya devam edilen SERSTM, Malezya’da bir eğitim kurumunda da kullanılmaya başlandı. Malezya’da bu yaz gemilerde halihazırda çalışan personelin Engine Room Team Management (Makine Dairesi Takım Yönetimi) eğitimlerinde kullanılmaya bu yaz başlayacak olan SERSTM, güz 2022 dönem başında denizciliğe aday 3 ve 4üncü sınıf öğrencilerin eğitimlerinde kullanılmaya başlanacak. Safha safha kurulum planlanan SERS için 22 Haziran 2022 tarihinde 6 öğrencinin eğitim alabileceği sistem kurulmuş ve öğrenci sayısı arttırılarak kurulum devam edecek.
SERS Team testing the simulator functions at the ITUMF Campus.
Malezya’da bulunan eğitim kurumuna uzaktan erişimle başarılı bir şekilde kurulan SERSTM, Malezya’daki denizci eğiticilerinin de yeni gözdesi oldu. Kurulum sırasındaki aşamaların koordinatörlüğünü üstlenen ve SERS™ geliştiren grupta bulunan Çağrı Berk Güler’e göre yurt dışındaki eğitim kurumlarının ve şirketlerinin tercihinin en büyük sebeplerinden biri uzaktan kurulumun gerçekleşebilmesi ve programın Windows tabanlı sitemlerle uyumluluğunun çok kolay sağlanabilmesi.
Chief Engineer Nazir Hamzah converted the classroom into Engine Room Team Management Training Lab. using SERS™. More components and licenses will be added incrementally. It is a great aproach for starting the education and training.
Malezya’daki eğitim kurumunda tamamen uzaktan erişimle kullanılmaya hazır hale getirilen simülatör, eğitim bilgisayarlarına kurulduktan sonra eğitimlerde kullanılmaya başlandı. Kurum, SERS™’i uzaktan kullanarak ve çok beğenerek karar verdiklerini ve pilot sınıf uygulamasından sonra bütün laboratuvar sınıfları için yazılımın kullanılmasını planladıklarını belirtti.
SERS™, IMO STCW 2010 yeterlilik tablolarında belirtilen, bir makine dairesi simülatörü kullanılarak verilen eğitimlerin tamamını kapsamaktadır. Ayrıca, IMO Model Kursu 2.07 (2017) Uygulamalarını dakapsayan SERS™, hali hazırda eğitim veren kurumlarda kullanılan simülatörlerde bulunmayan birçok akademik ve uygulama pratiği sunmasından dolayı özellikle yurt dışında ses getirmeye başlamış ve Türkiye pazarında da denizcilik sektörünün dikkatini çekmiştir. Birçok değişik konfigürasyonlarda kurulum yapılarak değişik bütçeler ile tedarik edilmeye müsait modüler yapıda geliştirilen SERS™ ’in önemli özellikleri, rakiplerine ait ürünlerden üstünlükleri ve farklılıkları ile uygulama konfigürasyon çeşitleri GDS firması web sitesinde (www.GlobalDynamicSystems.com) detaylı olarak anlatılmaktadır.
TÜBİTAK projeleri ,le başlayıp, Teknopark İstanbul’da GDS’nin kendi imkanları ile geliştirilmeye devam eden SERS’in uluslararası seviyeye gelmesi hepimizi gururlandırmıştır. Gençlerimize yeni ürün geliştirime, ARGE ve inovasyon konularında iyi bir örnek olması dileklerimizle.
Denizcilik Dergisi’nde ilgili yazıyı okumak için tıklayınız.
GDS Ship Engine Room Simulator özellikleri ve detaylı bilgisini görüntülemek için tıklayınız.
Nomak, H. S. & Cicek, I. (2022). Yenilenebilir Enerji Kaynakları ile Sıfır Emisyonlu bir Yelkenli Tekne Tasarımı ve Seyir Simülasyonları . Çevre İklim ve Sürdürülebilirlik , 1 (1) , 41-54 . Retrieved from https://dergipark.org.tr/en/pub/itucis/issue/68628/1050691.
Özet
Mevcut bir yelkenli deniz aracının karbon salınımı yapan sistemleri incelenmiş, tekne performans değerleri belirlenmiş ve “sıfır emisyon” hedefi ile yelkenli deniz aracına entegre yenilenebilir enerji sistemleri ve tasarım değişiklikleri çalışılmıştır. Gerçek meteorolojik şartlar ve işletim senaryoları ile enerji üretimi, depolanması ve tüketimi simülasyon analizleri ile gösterilmiştir. Yenilenebilir enerji üretim birimleri iki kaynak grubu olarak değerlendirilmiştir. İlk grupta, statik enerji üretim sistemleri olarak adlandırılan ve teknenin seyir, demirde bekleme veya limanda bağlı iken enerji üretebilen sistemleri içermektedir. Bu kısımda güneş enerji panelleri ile iki rüzgâr türbini tasarımda kullanılmıştır. Dinamik enerji üretim sistemleri olarak adlandırdığımız ikinci guruptaki birimler, teknenin yelkenli seyri esnasında su akışı enerjisinden faydalanmak amacıyladır. Bunlar, iki adet su türbini ile itici ve aynı zamanda enerji üretici birimi olarak da çalışabilen bir elektrik motorunu içermektedir. Her bir enerji üretim sistemi tasarımları performans ve 3-boyutlu yerleşim bakımından değerlendirilmiştir.
Önerilen sistemin doğrulaması üç ayrı senaryo analizi ile gerçekleştirilmiştir. İlk iki senaryo ile Marmara denizinde tipik yelkenli tekne operasyonlarının yapılabildiği gösterilmiştir. Üçüncü senaryo olan acil durum senaryosu ile gün içerisinde, rüzgar şiddeti sıfır iken ve tamamen dolu bataryalar ile, seyir senaryosu programı yürütülmüş ve bataryaların %35 enerji kullandığı hesaplanmıştır. Bu senaryo çalışmaları ile normal yat tipi bir teknenin tüm operasyonlarının tasarımı çalışılan yenilenebilir enerji kaynakları ile karşılandığı gösterilmiştir. Teknenin tüm operasyonlarında karadan elektrik bağlantısı gerekmediği gösterilmiştir.
Abstract
The carbon emission systems of an existing sailing vessel were examined, the boat performance values were determined, and additional renewable energy systems and design changes were studied for obtaining “zero emission”. Real meteorological conditions and operating scenarios have been determined and accordingly, energy production, storage and consumption have been demonstrated by simulations. Renewable energy production units are evaluated as two resource groups. In the first group, there are systems called static energy generation systems and that can generate energy both while the boat is underway, at anchor or in port. In this section, solar energy panels and two wind turbines are evaluated in the design. These units, called dynamic energy generation systems, are intended to benefit from the energy of the water flow during the sailing of the boat. These include two water turbines and an electric motor that can act as a propulsion and also an energy generating unit. Each power generation system has been evaluated for both performance and 3-dimensional positioning.
The verification of the proposed system was carried out with three different scenario analyzes. With the first two scenarios, it has been shown that typical sailboat operations can be performed in the Sea of Marmara. With the third “emergency scenario”, a navigation program was developed and simulated during the day, when the wind speed was zero and with fully charged batteries, and it was calculated that only 35% of battery energy was used. With these scenario studies, it has been shown that all operations of a normal yacht are covered by the renewable energy sources studied. It has been shown that no shore connection is required in any boat operation.
Geleneksel yelkenli yat tipi mevcut teknenin bir yan görünümü.
Keywords: Marine Vehicles, Zero Emission, Renewable Energy Resources, Propulsion System, Water Turbines.
Şekil: Türbinlerin ve diğer enerji kaynaklarının tekne üzerindeki konumu: Yan görünüm.
Malezya’da bulunan eğitim kurumuna uzaktan erişimle başarılı bir şekilde kurulan SERSTM, Malezya’daki denizci eğiticilerinin de yeni gözdesi oldu. Kurulum sırasındaki aşamaların koordinatörlüğünü üstlenen ve SERS™ geliştiren grupta bulunan Çağrı Berk Güler’e göre yurt dışındaki eğitim kurumlarının ve şirketlerinin tercihinin en büyük sebeplerinden biri uzaktan kurulumun gerçekleşebilmesi ve programın Windows tabanlı sitemlerle uyumluluğunun çok kolay sağlanabilmesi.
