Introduction of Motion Control and requirements of Navigations systems technologies for Special Ships.pptx

Introduction of Motion Control and requirements of Navigations systems technologies for Special Ships

1. Introduction of Motion Control and requirements of Navigations systems technologies for Special Ships/HS С

2. IMO Definition of E- Naviigatiion "E-navigation is the harmonized creation, collection, integration, exchange and presentation of maritime information on board and ashore by electronic means to enhance berth-to-berth navigation and related services, for safety and security at sea and protection of the marine environment."

3. e-Navigation components "e-Navigation is the harmonized collection, integration, exchange, presentation and analysis of maritime information onboard and ashore by electronic means to enhance berth to berth navigation and related services, for safety and security at sea and protection of the marine environment” *AILA - INTERNATIONAL ASSOCIATION OF MARINE AIDS TO NAVIGATION AND LIGHTHOUSE AUTHORITIES

4. e-Navigation components Electronic charts with editing service and Electronic Chart Display and information system (ECDIS) Vessel Traffic and Monitoring Systems with capability to broadcast information to shipborne chart system Ethernet service of ship monitoring like Fleet View Online Nets of AIS Base Stations Shipborne and Base Station AIS with GNSS (GLONASS , GPS, Galileo) Reference station to broadcast differential corrections of GLONASS and GPSS Special shipborne and base station radars Shipborne and base station equipment of Global Maritime Distress Safety System: GMDSS Multilevel integrated system for provision of complex safety and security of ports, territory and water areas Complex training system for training ship and coastal specialists for different kinds of specialities

5. Maritime Shipborne Equipment The shipping industry largely owes to Maritime companies the appearance of electronic chart systems on the merchant ships at the beginning of the 90-s. Maritime Shipborne Equipment are accepted as a standard of quality, use friendliness and reliability, and are installed in practically all the largest and most well-known shipping companies of the world and is also an indisputable leader in the government sector. Maritime Shipborne Equipment systems are used for fitting out whole Coast Guard and Naval fleets of many countries. Every days companies has delivered about ten thousand electronic chart systems and several million electronic charts. Marine Companies does not only produce the entire line of navigational equipment, but also carries out full integration of all the ship control systems.

6. Integrated Navigation System Integrated Navigation System - combination of connected between themselves systems which improves navigational safety and efficiency of sea transportation. INS combines main navigation systems is production in one joint complex to provide effective use of all functional capabilities of these given systems.

7. Complex solution of Navigation and Complex solution Navigation Safety tasks at sea Navigation and Safety Tasks are being solved on common base of determination coordinates with use of the same GNSS (GLONASS/GPS) ю Requirements on accuracy for GNSS and AIS equipment are the same. Shipborne GNSS and AIS equipment are to be certified in part of EMC, low and high temperature, vibration, dry and damp heat and others in accordance with the same international standard IEC 60945. Experience of both (GNSS and AIS) equipment on board the vessels proves there high operating reliability. Equipment works for years continuously. Displaying of Navigational information and Safety (AIS) information is carried out on the same ECDIS (or ECS).

8. History… New technologies of Radar become available to Merchant Shipping with the end of hostilities in 1945 Radar on Merchant Ships was initially installed for commercial purposes on ferries to maintain better schedules in fog; and large fishing vessels Radar was treated with great suspicion by the mariners…

9. History… With improving technology and after some time the use of Radar for safety purposes was recognized Misinterpretation of Radar information had not resulted in any reduction of the number of serious collisions at sea

10. History… International Conference on Safety of Life at Sea in 1960 revised the International Regulations for Preventing Collisions at Sea by adding rules to take account of the use of Radar and recommendations on the use of Radar information as an aid to avoiding collisions at sea

11. History… The International Conference on Safety of Life at Sea in 1974 adopted provisions to the SOLAS Convention making Radar a mandatory carriage requirement for Merchant Ships in a phased programme starting in 1980, which finally completed in 2002

12. SOLAS requirements All Merchant Ships of 300 gross tonnage and over now shall carry a Radar and many carry two IMO adopted performance standards for marine Radars, which are used in connection/integration with other navigational equipment required to carry on board ships such as,

13. SOLAS requirements - an automated target tracking aid - ARPA - Automatic radar plotting aids - AIS - Automatic Identification System - ECDIS - Electronic Chart Display and Information System - GNSS - Global Navigation Satellite System - others

14. NON-SOLAS vessels Many small craft (millions?) also carry Radar voluntary as manufacturers have produced cost effective designs for their needs

15. The Shipmaster’s Point of View The Key Facts are: That Radar remains (and will remain) the primary system for Collision Avoidance; and Radar is a very important tool for Navigation

16. Why is Radar such a valuable tool? The Master and watch-keepers have Confidence in information Radar provides because: It’s operation is Ship based It’s not reliant on third party sources It has a proven track record Radar is useful with SARTs (Search And Rescue Transponder) when engaged in search and rescue

17. In Short In its display, Radar offers the watch-keepers the basic reality of all targets relative to the ship It therefore aids the watch-keepers and helps in decision making for both Navigation; and Collision Avoidance

18. COLLISION AVOIDANCE Early action is required to avoid a close quarters situation, therefore early identification of closing targets is essential Watch-keeping officers need to be competent in the use of Radar and are trained in its use and the application of ARPA

19. Some IMO requirements Maximum emergency stopping distance from full speed of the ship should not be more that 15 ships lengths Emergency turn radius of the ship should not be more that 2.5 ships length

20. Ship parameters Speed – up to 25 knots Length Largest container ship 335 m Capesize bulker 300 m Panamax 220 – 230 m HSC different

21. Ship parameters Emergency stopping distance 3.3 km – 5 km (1.8 nm – 2.7 nm) Emergency turning radius 550 m – 840 m (0.3 nm – 0.45 nm) Displacement weights 100 000 – 250 000 tonnes

22. NAVIGATION Radar gives accurate information on distance from charted features and assists in maintaining the ship’s course Radar will normally show a 60 metre high land mass at a range of 20 miles. This is considered by seafarers as a minimum requirement

23. NAVIGATION Radar gives accurate information on distance from charted features and assists in maintaining the ship’s course Radar will normally show a 60 metre high land mass at a range of 20 miles. This is considered by seafarers as a minimum requirement

24. NAVIGATION Radar gives accurate information on distance from charted features and assists in maintaining the ship’s course Radar will normally show a 60 metre high land mass at a range of 20 miles. This is considered by seafarers as a minimum requirement

25. NAVIGATION Radar greatly assists navigation during poor visibility Pilots rely on Radar at close range in reduced visibility to pass buoys and beacons.

26. Res. MSC. 192(79) Target Description Target Feature Detection Range in NM Target description 5 Height above sea level in meters X-Band NM S-Band NM Shorelines Rising to 60 20 20 Shorelines Rising to 6 8 8 Shorelines Rising to 3 6 6 SOLAS ships (>5,000 gross tonnage) 10 11 11 SOLAS ships (>500 gross tonnage) 5.0 8 8 Small vessel with radar reflector meeting IMO Performance Standards 1 4.0 5.0 3.7 Navigation buoy with corner reflector 2 3.5 4.9 3.6 Typical Navigation buoy 3 3.5 4.6 3.0 Small vessel of length 10 m with no radar reflector 4 2.0 3.4 3.0

27. Res. MSC. 192(79) 5.4 Minimum Range 5.4.1 With own ship at zero speed, an antenna height of 15 m above the sea level and in calm conditions, the navigational buoy in Table 2 should be detected at a minimum horizontal range of 40 m from the antenna position and up to a range of 1 NM, without changing the setting of control functions other than the range scale selector.

28. Discrimination of targets from a watch-keepers perspective To be able to distinguish a tug from its tow at sea at 12 miles range Approaching a rig on a supply vessel: To clearly identify the standby boat from the rig at 6 miles range To be able to distinguish the anchor pennant buoys of a semi submersible rig at 3 miles range

29. Summary A pplication of satellite navigation technology in maritime development products is addressed to achieve maximum approach to realize of IMO E-Navigation Concept and increase efficiency of navigational support and safety sailing at sea and inland waterways. Complex approach to solving of navigation and safety tasks allows to create joined equipment carrying out these two functions simultaneously that gives the possibility to decrease the cost of mandatory installed equipment on board the ship according to IMO requirements.

30. THE END Thank you for your attention!!!