## 4 Case study and Results  
This case study has analyzed a few types of ships: PANAMAX type bulk ships (length about 206 m, width about 36.0 m, draft about 12.5 m, deadweight about 80,000 t), POST PANAMAX container vessels (length about 300 m, width about 46 m, draft about 13.0 m, container capacity about 8500 TEU, deadweight about 130,000 t), G class container vessels (length about 400 m, width about 61 m, draft about 13.5 m, container capacity about 19,500 TEU, deadweight about 220,000 t) and LNG standard tankers (length about 290 m, width about 49 m, draft about 12 m, capacity about 150,000 m\({}^{3}\) LNG). Real ships and the full mission simulator SimFlex Navigator were used for the experiments. The following methodology of conducting experiments was used: first, an experiment plan was drawn up to achieve specific goals, then possible real ships were selected and the possibility of using the simulator was checked. Experiments with real ships were carried out both at sea and while entering and leaving ports. For the purposes of this article, previously mentioned conducted experiments and targeted experiments were used when sailing ships at sea at great depths and when sailing in ports or other navigational channels where there were limited depths, such as the Oresund, Belt and other straits where there are limited depths, in which one or all authors participated. During the experiment, the ship's speed was recorded using the ship's navigation equipment (DGPS or GPS and others on the ship's bridge), as well as a port pilot RTK (real-time kinematic) system, which was implemented in Klaipeda port, clearance (distance between ship's hull and navigational channels bottom) was measured by the ship's navigational equipment (ship's echo sounder on the ship's bridge), the load (power) of the ship's main engine(s) and the propeller rotation frequency (on the ship's bridge and in the ship's engine room) were measured and in separate cases, when there was a real possibility, fuel consumption during a particular voyage (in the ship's engine room) was measured. Experiments were carried out to measure the advance of the ship during circulation (during the ship's waiting for entry into ports or special trials of ships after their construction or repair, in which at least one of the authors participated) as well as during navigation during large turns. According to the obtained results of real ship experiments, a suitable ship was selected in the simulator and the relevant ship movement and other parameters obtained in real ships and in the simulator under identical conditions were compared. During the matching process between the real ship and the ship in the simulator, the calibration coefficients were calculated, and then the experiments were continued with the help of the simulator using the calibration coefficients. For the checking ship's advance [5; 51] (Figure 6), all tested ships sailed with an initial speed of 8 knots and a rudder turn angle of 25\({}^{\circ}\) to starboard. All tested ships had conventional propulsion, i.e., one propeller and one rudder [52]. The vessel's advance in \begin{table}
\begin{tabular}{c c c c} \hline \hline
**N, kW** & _CO, g/kWh_ & _NO\({}_{x}\), g/kWh_ & _PM, g/kWh_ \\ \hline
30 & 5.0 & 7.5 & 0.40 \\
100 & 5.0 & 7.2 & 0.30 \\
250 & 5.0 & 7.2 & 0.20 \\
1000 & 5.0 & 7.5 & 0.25 \\
3000 & 5.0 & 9.8 & 0.50 \\
10,000 & 5.0 & 10.5 & 0.50 \\ \(\geq\)10,000 & 5.0 & 11.0 & 0.50 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: The relative amount of emissions based on engine power. circulation analysis is important to assess whether the vessel is able to turn on bends in the channel on its own, whether it needs the assistance of tugboats or whether additional maneuvers by the vessel are necessary [1; 7; 43]. Ships advance testing was made in good navigational conditions, i.e., wind velocity less than 10 m/s, wave height less than 1 m and current less than 0.5 kn.