1. Thomas Porathe, Information Design Visualizing Decision Space 1 Thomas Porathe Information Design Dep. of Innovation, Design and Product Development Mälardalen University Eskilstuna, Sweden September 2004 Visualizing the Decision Space of a Ship’s Maneuverability in a Real-Time 3-D Nautical Chart

2. Thomas Porathe, Information Design Visualizing Decision Space 2 www.aislive.com

3. Thomas Porathe, Information Design Visualizing Decision Space 3 www.aislive.com

4. Thomas Porathe, Information Design Visualizing Decision Space 4

5. Thomas Porathe, Information Design Visualizing Decision Space 5 The grounding of Exxon Valdez in Price William Sound, Alaska on March 24, 1989

6. Thomas Porathe, Information Design Visualizing Decision Space 6 Port Valdez

7. Thomas Porathe, Information Design Visualizing Decision Space 7

8. Thomas Porathe, Information Design Visualizing Decision Space 8 Ships departing from the TSS because of ice on March 24, 1989. (National Transportation Safety Board (1990) Marine Accident Report. Grounding of the U.S. Tankship Exxon Valdez on Blight Reef, Prince William Sound Near Valdez, Alaska Marsh 24, 1989, p. 48)

9. Thomas Porathe, Information Design Visualizing Decision Space 9

10. Thomas Porathe, Information Design Visualizing Decision Space 10 The National Transportation Safety Board determined that the probable cause of the grounding of the EXXON VALDEZ was the failure of the third mate to properly maneuver the vessel because of fatigue and excessive work load; the failure of the master to provide a proper navigation watch because of impairment from alcohol; the failure of Exxon Shipping Company to provide a fit master and a and a rested and sufficient crew; the lack of an effective Vessel Traffic Service because of inadequate equipment and manning levels, inadequate personnel training, and deficient management oversight; and the lack of effective pilotage services. (National Transportation Safety Board (1990) Marine Accident Report. Grounding of the U.S. Tankship Exxon Valdez on Blight Reef, Prince William Sound Near Valdez, Alaska Marsh 24, 1989, p. 170)

11. Thomas Porathe, Information Design Visualizing Decision Space 11 Ships Maneuverability

12. Thomas Porathe, Information Design Visualizing Decision Space 12 Some factors influencing a ships turn rate Onboard factors: Static: Shape and length of hull Type of rudder Type of propulsion Dynamic: Draught and trim (Speed) External factors: Wind Current Waves Local depth

13. Thomas Porathe, Information Design Visualizing Decision Space 13 Motions of a turning ship. Stenhag, Ned Stanley, Seamanship, Ships Maneuvering, Gothenburg Maritime Achademy

14. Thomas Porathe, Information Design Visualizing Decision Space 14 Turning motions of a midsize ship with a clockwise revolving propeller, advancing at full speed with hard (35 deg.) left and right rudder. Stenhag, Ned Stanley, Seamanship, Ships Maneuvering, Gothenburg Maritime Academy

15. Thomas Porathe, Information Design Visualizing Decision Space 15 The effect of water depth on a turning ship. Exxon (1979) Maneuvering Trials of the 278,000 DWT ESSO OSAKA in Shallow and Deep Waters, Report number E11.4TM.79

16. Thomas Porathe, Information Design Visualizing Decision Space 16 Predicting future position and course of a conventional product carrier in SSPA Seaman software in four time steps and for seven rudder angles from 40 degrees left rudder to 40 degrees right rudder. Wilske, Erland (2004) A new method for evaluation of ship manoeuvring margin, SSPA Research Report No. 127, p. 14

17. Thomas Porathe, Information Design Visualizing Decision Space 17 Dynamic maximum turn area. Non-red areas are free decision space. 3D chart prototype of the Aland archipelago in the Baltic sea.

18. Thomas Porathe, Information Design Visualizing Decision Space 18 Vessel Traffic Centers, Command and Control Centers, control of unmanned vessels