# Maximum Safe Parameters of Ships in Complex Systems of Port Waterways
## 3 Results
A simulation experiment was conducted for a cruise ship L\({}_{\text{c}}\) = 260 m, B = 33.0 m, T = 9.0 m, and container ship L\({}_{\text{c}}\) = 250 m, B = 33.0 m, T = 11.0 m [16]. Two series were conducted in least favorable hydrometeorological conditions. The results of the port entry by a loaded bulk carrier are shown in Figure 4.
eteorological conditions for each bend. The simulation experiment consisting of 12 passages in one series was performed by port pilots. Figure 5 shows statistically processed test results for the Swieta bend. The results refer to the safe maneuvering areas for a cruise ship \(L_{c}^{zak}\) sailing through the bend in the least favorable hydrometeorological conditions;  
There are no bends between Parnica (57.3 km) and Przesmyk Orli Turning Basins. Figure 3: Safe maneuvering areas of the loaded carrier L\({}_{\rm c}\) = 300 m, T = 13.5 m at the entrance to Port Swinoujscie. Wind N 10 m/s, ingoing current 0.8 knots, UTM coordinates (zone 33U). Figure 4: Safe maneuvering areas of turning in the Northern Turning Basin in Swinoujšicic, bulk carrier under ballast L\({}_{\rm c}\) = 300 m, T\({}_{\rm D}\) = 7.4 m, T\({}_{\rm R}\) = 9.0 m/s, ingoing current 0.8 knots, UTM coordinates (zone 33U). Additional corrections of the swept path width depend on the ship speed, technical parameters of the fairway and hydrometeorological conditions, i.e. :  
\[d_{md}=f(V_{i},A_{i},\ H_{i}) \tag{23}\]  
The width allowances depend on the ship speed and technical parameters of the fairway:  
\[d_{r}=f(V_{i},\ A) \tag{24}\]  
The navigational component is determined by the subsystem of ship position determination in the given fairway section. \[d_{n}=f(N_{i}) \tag{25}\]  
Transforming this relationship (20) leads to the determination of the maximum safe width of the ship in straight fairway sections between the turning areas: (\(p\) sections):  
\[B_{p}=\left(D_{p}-d_{md}-2d_{n(1-\kappa)}-d_{r}^{p}-d_{r}^{l}\right)/k \tag{26}\]  
where all data necessary for determining the right-hand side terms of the equation are known:  
\[T_{w}=11\ \text{m}\]0  
and these were used to determine the maximum safe breadths Bp of ships in each section and between the examined turning areas \(B^{pr}\). \[T_{w}=11\ \text{m}\]1  
5. Maximum safe lengths, breadths and drafts of ships between Swinoujscie-Szczecin fairway turning areas were calculated as above and are equal to:  
* Northern Turning Area--port entrance channel: L\({}_{\text{c}}\) = 300 m, B = 50 m, T =13.2 m;
* Mielinska to Northern Turning Areas: L\({}_{\text{c}}\) = 270 m, B = 40 m, T = 11.0 m;
* Przesmyk Orli to Mielinska Turning Areas: L\({}_{\text{c}}\) = 260 m, B = 33 m, T = 9.0 m--cruise carrier; L\({}_{\text{c}}\) = 240 m, B = 33 m, T = 11.0 m--container ship; L\({}_{\text{c}}\) = 230 m, B = 33 m, T = 11.0 m--bulk carrier;
* Parrica to Przesmyk Orli Turning Areas: L\({}_{\text{c}}\) = 230 m, B = 33 m, T = 11.0 m--bulk carrier. 6. Safe allowable speeds of ships in specific sections of the Swinoujscie-Szczecin fairway were determined by starting from the basic condition of navigational safety  
\[T_{w}=11\ \text{m}\]2  
where:  
* Underkeel clearance. There are two methods for determining the underkeel clearance:  
* Static method;
* Dynamic method. The safe allowable speeds of ships in specific fairway sections were determined using the static method of components [15]. In the method, the allowance \(\Delta\) was divided into two components: static allowance \(\Delta_{\text{s}}\) and dynamic allowance \(\Delta_{d}\):  
The static allowance does not depend on ship movement and is constant for the given area and the ship. Its components include: