Simulation training

IS THIS FOR REAL?

Felicity Landon discusses the use of simulation for operator training and the perceived benefi ts it off ers

Increasing effi ciency, reducing costs, improving safety – many of today’s port terminal challenges (or aspirations) can be addressed by using simulation, according to speakers at a recent webinar.

“There is one issue at the forefront of today’s port terminal operations and that is the global supply chain congestion,” said David Clark, Senior Product Marketing Manager at CM Labs Simulations.

The supply chain problems are expected to go on for some time and number of analysts are projecting it to last for years, and there are even suggestions that this is a new reality which will lead to fundamental changes in the world’s shipping infrastructure, he noted.

“Nearly 13 per cent of the world’s cargo-carrying capacity is tied up in delays of one kind or another. Some terminals are looking at 24/7 operations. Some are looking at expanding in terms of berthing and storage. Others are looking at stacking higher.”

Clearly a simulator alone will not solve all of the issues, said Clark. “But a simulator quickly delivers safe, efficient well-trained operators.”

The webinar was run by CM Labs Simulations, whose training product manager Julien Richer-Lanciault was joined by fellow panellist Mark Desmons, Owner of MarCrane Port Equipment Consultancy and former director of equipment engineering at Terminal Investment Limited (TIL), the terminal division of MSC.

The session was based on quickfire questions around congestion, efficiency, cost savings, safety, recruitment, training and upskilling.

The ability to simulate all kinds of conditions in a safe environment delivers improved safety, said Desmons.

“We can simulate different weather conditions, working at night, wind, snow, rain. We have done extensive research over the past few weeks but nobody really measures the impact of the improved safety. Everybody is aware and realises there is improved safety – fewer incidents or accidents with equipment where the operators have been trained on simulators. But this is also coupled with new work technology, improved technology, so to pinpoint exactly the impact has not been done yet.”

AS CLOSE AS POSSIBLE TO REAL

It is important that a simulator is designed to be as close as possible to the real kit, said Richer-Lanciault, so that the skills and competency gained during training are readily transferable to the actual piece of equipment.

“You also want to have a solid training curriculum with specific segments covering every part of the operation.”

Fortunately, today there are more options available that are more accessible and specific to the application, he said: “Flexibility is increasing a lot.”

There are clear measurements of the efficiency of operators trained through simulation, said Desmons. “First of all, the training time is much faster to reach the same level, compared to before where they were trained on real equipment but also the ramping-up time for a new, inexperienced operator to achieve an acceptable productivity level is much faster. Also, with an experienced operator we can go back to correct bad habits, to improve certain skills and to grow the productivity level.”

The alternative, of course, is training on the actual equipment – but Desmons said he had never come across a situation where a terminal booked out equipment to fine tune or retain the skills of operators. “There would not be equipment for separate training, so you would have to work between operations and also maintenance – training on equipment is always the last on the list. With a simulator, it is a lot easier to book a session for operators not only to correct bad habits but also to try new ways of operating the equipment.”

Terminals are getting busier all the time and only have the amount of equipment required for operation, he said. “There is no spare equipment designed for training - the use of cranes is maximised, so there is barely enough time to do maintenance, let alone to perform training.”

He suggested that the average cost of a ship-to-shore

8 A raft of effi ciency

and cost-saving benefi ts are claimed for operator training via simulation

crane not being available for operation is approximately US$10,000 for an eight-hour shift. “These costs add up and can be huge.”

CM Labs works with OEMs to do reverse engineering of a machine in order to match the simulator as closely as possible – for example, on the cycle, speed and braking distance, said Richer-Lanciault. “It is not only about the basic controls. It is experience – what they can feel, hear, see, vibrations, etc.” who should go through for further training and who doesn’t have the skill required, he said. “It reduces the number of people who will eventually fail.”

Of non-experienced operators, only 30 per cent would be expected to get through this first level of assessment and move on to further training: “Within a few hours we can eliminate about 70 per cent of potential operators, so there is a huge cost impact of not training people for weeks, to realise in the end they will never reach a level that is acceptable.”

Simulator training can also help ports adjust to demand volatility, said Desmons. “In a lot of ports, all the vessels arrive at once so all the berths are occupied, then there is no ship alongside for another two days. It is very difficult to have a steady pool of operators. You can much more quickly and efficiently find new operators to fill in peak demand – a simulator is a very good tool to increase the pool of operators which will achieve an acceptable level of productivity in a very short period of time.”

A QUICK ROI

Richer-Lanciault said just a couple of days training on a simulator delivered a quick ROI, removed the stress factor and gained a massive reduction in damage and accidents. “Operators are more confident and focused, more careful and respectful of the equipment. You can work on and improve new techniques and build confidence.”

In two to four hours, the simulator can be used to assess who should go through ‘‘ for further training

Desmons described the role simulators can play in the hiring process. “In areas where terminals are being developed and there is no large port – for example, in West Africa – there is not a pool of experienced operators we can select from. So we have to train people who have no experience in crane operations.

“Since training is a high cost to a terminal, we can do a first assessment based on who has potential and who does not have potential to become a crane operator.”

In two to four hours, the simulator can be used to assess

8 The fl exibility

off ered by simulation in a training curriculum has increased a lot

PLA simulation for pilot training

The Port of London Authority (PLA) uses a highly advanced ship’s bridge simulator for training its pilots and also for planning, testing and preparing for handling vessels in all kinds of conditions. This ranges from bringing mega container vessels into DP World’s London Gateway terminal to bringing cruise ships through the Thames Barrier and up river to moorings alongside HMS Belfast.

Most ports will use a pilotage simulator at a third-party premises, usually the nautical colleges, says Bob Baker, Chief Harbour Master, PLA: “We find, primarily due to the large number of pilots we have, that it is more efficient to have our own simulator. It avoids travel, hotels and pilots being away from piloting ships for longer periods. We can set up and cancel training at very short notice depending on requirements and we can tailor the use to our own specific needs.”

There are many benefits to using simulators, says Baker. “First, training both new pilots and pilots progressing through promotion, the real benefits being that scenarios can be completed more quickly and then played back to the pilot to explain what went well and what could have gone better. It is a very efficient way of training and building confidence. Also, if it all goes wrong there are not unwanted consequences!”

The PLA uses its simulator for refresher training for fully qualified pilots and for pilots returning from long-term absence, he says. “We also use it for emergency scenario training – for example, a vessel losing its engines or a tug line parting. And new projects can be tested, such as new berth developments or larger ships going to certain berths for the first time.”

The PLA also runs a sophisticated VTS (vessel traffic services) simulator which is used for VTS training and also for planning and preparing for unusual, new or challenging ship calls.