35
1 DEVELOPMENTOFMARITIMETRANSPORT
TECHNOLOGY
More than 90 percent of the world trade is
transported by sea. In maritime shipping of the last
decadesofthetwentiethcenturytherewerechanges
andtechnologicalinnovations.Inmaritimetransport,
automationandoptimizationhavebeenintroducedin
the transhipment process. Technological progress
tookpla
cealsointheconstructionofmarinevessels.
As the world tonnage went up, the parameters of
vessels used for the transport of general cargo and
bulkcargoalsoincreased.
In 1971 the first ship with the cargo carrying
capacity of 372 400 tonnes was built. Specialized
vessels were built. Cha
nges in transport technology
resultedinthemodificationsofthemodelofmaritime
navigation.
All changes were initiated by the International
Maritime Organization (IMO) on the basis of legal
instruments such as conventions, resolutions,
handbooks and programs for the development of
technicalsystemsinmaritimeshipping.
Ruthlesseconomiccalculationcausedcompet
ition
in maritime transport among the ship‐owners.
Economicbattleonthefreightmarketsbroughtabout
transport development, namely the development in
cargohandlingandtranshipmenttechnologies.
Thereductionofthecostofcargoshippingbysea
depended on the operating costs of the ship. Fixed
and variable costs play a ma
jor role in achieving
efficiencyinvesseloperation.Itisaboutfittingvessels
toagivenshippingline,fuelcostsandconditionsfor
choosing marine environment including navigation
optimization. There was development of reliable
modelsofweatherforecasts.Animportantelementin
the sea transport process is the technology of cargo
loading,dischargingandit
scarriage.Shipparameters
suchasloadingcapacityanddraftplayamajorrolein
assessing the efficiency of cargo transport.
Introduction of cargo containerization was a
revolutionarysolutiontoloweringthecostsofgeneral
cargotransportbysea.
Asfar asbulk cargo is concerned, the size of the
cargocarryingcapacityofashipwasdeterminedby
the type of cargo and condit
ions on the shipping
route.
In 1947 ISO started work on the principles of
standardization of containers used in shipping [2].
The first container was patented in 1956 by an
Changing the Model of Maritime Navigation
M.Jurdziński
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Thepaperdescribesashorthistoryrelatedtothedevelopmentofmaritimetransportattheturnof
the20thcentury.Aclassicnavigationmodelusedsincethemid‐twentiethcenturyaswellasthedevelopment
directionsofcurrentintegratednavigationmodelhavebeendescribedhere.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 1
March 2018
DOI:10.12716/1001.12.01.03
36
inventor M. McLean. In 1966 the first ship with 236
containersonboardsailed[3]andin1968a1000TU
containershipwasbuilt.Between1970and1980there
was rapid development of container transport
technology;in1983around12millioncontainerswere
employedaroundtheworld.
Application and
development of containerization
all over the world strengthened globalization in
maritime trade [4, 5]. Container ships sailed at high
speed of over 20 knots which required accuracy in
navigation. Time tables and rotation to the ports
required timely arrival at ports. Anew model of
navigation process was created. After
2000 large
container ships were built, i.e. over 3000 TU.
Container vessels were employed on Asian and
Americanlines.
After 2000 the turnover of 300 million of 20‐foot
containers was reported worldwide. A new
commercialprocesswasdevelopedintheformdoor‐
to‐doorchain.Thiswasarevolutionarychange
inthe
operation of commercial vessels in the shipping
industry.Themainadvantageofcontainerizationwas
the efficiency of cargo transport; an example is the
comparisonofthecostofcargohandling.In1956the
costoftranshipmentofonetonneofbulkcargowas
5.86US$ and after the
introduction of the
containerizedshipmentthecostdecreasedto0.16US$
[6].
There was tonnage specialization. Large vessels
with drafts above 15‐20 meters were built. Large
vessels had problems navigating in shallow areas
(ports, roadsteads, fairways). There was a need for
shore based assistance to control the movement of
vessels.
Thedevelopmentofcomputerizationopened
up new possibilities for the development of
navigationtechnology.Navigatorsonbridgesofhigh‐
speedships received more and more information so
they needed help from shore to cope with them
quicklyand correctly. Competitionforcedtheuseof
scientificandtechnologicaladvancestobe
employed
insailing.Kalmanfilter[7]wasusedforinformation
processingandnavigationintegration.
The development of shore systems began
supporting the captain’s decisions in navigating the
vesselinareascoveredbyVesselTrafficManagement
(VTS).Advicewasrenderedfromspecializedcentres
to optimize the ship’s passage in ocean shipping.
Traffic
Separation Systems were introduced in
congested areas and in difficult navigable areas.
Radar anti‐collision algorithms were applied and
computer systems were developed to support radar
observation of vessel motion (ARPA). Global
positioning systems (GPS) were established. Earthʹs
artificial satellites were used for maritime
communication. Distress alerting system was
established (GMDSS). New models of electronic
chartswere created. It is mandatory to plan a shipʹs
passagefromberthinportAtoaberthinportB.
In the late 90‐ties electronic charts and ECDIS
system began to be widely used in shipping and in
the future, after
a certain period they must replace
paperchartsonboardtheships.Adynamicmodelfor
determining under keel clearance was created. Full
maritime integrated navigation is used on
standardized navigational bridges. A new e‐
navigationmodelisbeingcreated.Foryearsthenew
model was discussed and improved on
the IMO
forum. Automatic identification of vessels (AIS) on
bridgesismandatoryanditisastartingpointofthe
process of creating a new navigational model in
marinenavigation.
2 CHARACTERISTICSOFTHECLASSICAL
MODELOFTHEMID‐20
TH
CENTURY
NAVIGATION
Phasesofnavigationweredividedintofourseparate
navigationareas:
1 Restrictedwaters;
2 Coastalnavigation;
3 Land approach from the ocean or the open sea
(landfall);
4 Oceannavigation(Figure1).
Voyageplanningprocessconsistedofoperational
preparation of the vessel regarding water supply,
bunkers,spareparts
andshipmaintenancematerials.
Preparing for navigation concerned the selection of
charts and aid to navigation such as: Pilots, Sailing
Directions,ListofLights,charts,etc.
Figure1. The phases of navigation and method for
determining the position in the classical model
ofnavigation[author’sownwork]
The process of planning included plotting the
coursesfromPortAtoPortBonchartsappropriately
segregated. The courses were plotted from buoys
whenleavingtheporttobuoysmarkingtheentrance
to port (pilots). Shipping routes were developed on
the basis of Ocean Passages for the World as climatic
routes,inconsultationwiththePilotbookscovering
givenarea.Theroutesvariedaccordingtoregionand
timeofsailing.
Thepositionontheoceanwasdeterminedasdead
reckoning, corrected by astronomical observations.
Duringthedaythepositionwasdeterminedfromthe
sun (planets or moon) whereas in the
morning and
evening(twilight, dusk) the positionwasfixedfrom
stars and planets. On approaching the land radio
navigation systems were used (on some ships that
had such systems installed). In restricted areas and
coastal navigation, compass bearings and radar or
seamarksandsystems suchasbuoys,lightshipsand
leadinglines
wereused.
The working conditions of navigators were
complex; they had to prepare a comprehensive
processforfixingship’spositionwhichwasmadeup
of planning, measurements and their correction,
calculatingandplottingtheresultsonapaperchart.
The duration of the process varied and was time‐
37
consuming depending on the method, external
conditions, the abilities and skills of the navigator.
The whole process was both labour consuming and
erroneous.
Asimplifieddiagramofclassicalnavigationmodel
isshowninFigure2.
Radio room
Stering room
Course, speed
(T
C
, V
S
)
Navigation information
Navigation
information
to make decisions
Chart room
From shore
Classical
method
of position
fiking
DR
Terrestial
Astronavigation
Radionavigation
others
Weather ships
Buoys
Light vessels
Beacons
Light houses
Logs
Girocompases
On board
Frequancy of
information flown
Route planning
Radio beacons
Direction finder
Aids to navigation (maps, books)
Loran A
Decca
Radars
Selected ships
Echo sounder
Magnetic compases
Limited communication flow
on weather forecasts
and information safety of navigation
Figure2.Simplifieddiagramofnavigationmodelfromthe
secondhalfofthe20thcentury
[author’sownwork]
Because weather forecasts were limited, it was
difficulttomakenavigationdecisionsconnectedwith
thechoiceofthenavigationroute.Similarly,archival
information in navigational aids was limited as a
result of the lack of updated corrections of aids to
navigation. The working conditions of the navigator
were deteriorated by poorly
arranged bridges. The
bridge consisted of two separate rooms, i.e. a
wheelhouse and a chart‐room. In navigation model
the navigating bridge plays a special role in a
decision‐makingprocess. Remarkson theroleof the
navigation bridge in decision‐making are presented
below.
3 NAVIGATIONPROCESSESINCLASSICAL
MODELOFNAVIGATION
1 Decisions regarding navigation were ba sed on
incomplete and uncertain information, in
particular,concerning externalforecasts ontraffic
disturbances.
2 There were limitations in obtaining accurate
continuous positions in real time. They were
dependent on the time of day of the sailing area
andhydrometeorologicalconditions.
3
Informationregardingvesselpositionwasrelated
to measurements, analytical processing and
graphicalrepresentationonapaperchartandthis
processwaslabour‐consuminganderroneous.
4 The sources of information on the bridge were
chaotic,i.e.accessibleinthewheelhouseandinthe
chartroomsonavigatorlostvaluabletimein
order
togetthem.
5 External communication with the land was
impairedas aresultof transmitters and receivers
working at low‐frequency influenced by
propagationchangesduringtheday.
6 The credibility of hydro meteorological forecasts
received by Morse key‐was limited. The
restrictionswereonbothqualityandfrequency.
7 Nosupportinnavigationalprocessesfromshore‐
basedsystems.
8 Onlypaperchartsandotheroldfashionedaidsto
navigation, such as Pilots, List of Lights, Paper
Charts,etc.,wereusedfornavigation,quiteoften
withdelayedaccesstocorrections.
9 Navigation planning was limited to plotting the
courses
– true courses for some sailing areas
dependingonthecaptainʹsneeds.
10 Radarwasusedforanti‐collision,usuallywithout
plotting, which was time consuming and
generatederrors.
4 DISADVANTAGESANDLIMITATIONSOFTHE
CLASSICALMODELOFNAVIGATION
There were limitations on the continuity of
determiningthe vessel
position atva riousphases
ofnavigation.
No global, reliable high reliability system to
determinetheposition.
Lack of continuous communication with other
shipsandwithlandstations.
Limitations of radar function on identification of
othershipstraffic.
Therearenouniformseamarksandlandmarksin
ports
allovertheworld.
Lackofaunifiedmapprojectionforcharts.
Lackoftrafficseparationzonesinrestrictedareas.
No vesseltraffic control system in port approach
areas.
No shore‐based systems rendering advice to
mastersinvoyageplanning.
No unification in constructing ergonomic
navigating
bridges.
Lack oflegalinstrumentson maritime safety and
theprotectionofthemarineenvironment.
Onset of the activities of International Maritime
Organizationinthefieldofmaritimeglobalization.
5 CREATINGANINTEGRATEDNAVIGATION
MODEL
Thenewintegratednavigationmodel was forcedby
thedevelopmentoftransporttechnology
asaresultof
the merciless competition of ship owners on the
freightmarkets.Maritimetransportcouldnotdevelop
without the introduction of new technologies in the
field of computer science and engineering. The
intense development of globalization in maritime
shippingpickedupthepaceofthisprocess.
Thedevelopmentof
shippinghasbeenunderthe
technical and legal supervision of the International
Maritime Organization (IMO) since its founding. In
thiswayIMOhasbecomethemostimportantorgan
of technological and legislative progress in world
maritimeshipping.
Remarkable changes in navigation model started
aftertheintroductionanduseofartificial
satellitesof
the Earth. The satellites were used in several major
directions in the development of navigation model,
suchas:
38
1 Reliable,unlimited,continuouscommunicationat
sea.
2 In the construction of global satellite navigation
systems.
3 Inhydrometeorology;observationofthesurface
oftheseasandoceans.
4 Inrescueatsea.
5 Inmanagingtheshipsoperation.
6 Inthesafetyofshipsandhumanlifeatsea.
TheuseandapplicationoftheKalmanfiltertheory
[8] brought about further advances in the
developmentoftheoreticalbasicsandthecreationof
anewmodelofintegratednavigation.
Kalmanfilterhasbeenappliedinnavigationinthe
followingareas:
1 Integrationofnavigationprocesses.
2 Optimizationofshipping
routes.
3 Global positioning systems using signals from
satellites.
4 Inautomationofshipnavigation.
5 VoyageDataRecording(VDR)[9].
Thanks to the development of theoretical
foundations in computer science, there were
prospects for process changes and navigation
developmentinsuchdirectionsas:
1 Ways of getting information on the
navigating
bridge.
2 Change in the design of navigating bridge with
referencetoergonomics.
3 Type and methods of visualization of elements
regardingnavigationalinformation.
4 Thetimeneededtomakenavigationdecisionson
thebasisoftheinformationreceived.
5 The volume (amount) and type of information
enteringthe
navigatingbridgeneededtomakethe
decisionsregardingthechoice asafemotionvector
(courseandspeed).
Itisclearfromtheaforementionedconsiderations
thattheprocessingofnavigationalinformationonthe
navigating bridge must be solved to present the
informationtothenavigatorinasimplified form.In
this way,
theidea of collecting and working out the
informationinanintegratedformappeared.
5.1 Definitionof‘integration’
The Integrated Navigation System is a navigational
control system that allows the navigator to navigate
the ship as well as the whole shipʹs propulsion
system. The heart of this system is
a processor that
integratesalotofinformationfromvarioussources.
Anintegratednavigationsystemisusedasoneof
theelementsusedinmodernnavigationmodel.Ina
broader sense, the modern integrated navigation
modelmusttakeintoaccountcomponentssuchas:
1 The system for acquiring and processing
information
onthebridge.
2 Methodsofdeterminingthepositionofownship
andthepositionofothershipsinvicinity(mutual
identification).
3 Asystemforacquiringinformationonthestateof
the marine environment in the real time and
prognostic/inthefuture.
4 Externalandinternalcommunicationsystems.
5 Systemofsafetyoflifeandpropertyatsea.
6 Help and cooperation of ship’s crews with
institutionsonland.
7 Legalsystemgoverningshippingregulations.
8 Trainingsystemandqualificationsofship’screws.
5.2 Goalsandtasksofthenewintegratednavigation
model
Such model on a ship must
meet specific objectives,
suchas:
reductionofbridgecrew;
reducingbridgecrewfatigue;
improvingthe navigator’s job performance and
workefficiency;
increasing thevolumeofinformationflowandthe
frequency of information exchange about the
externalenvironment;
facilitatingoperationofthebridgeequipment;
increasing
the utilization of bridge space
efficiency;
quickcollectingandprocessing ofnavigationdata;
overall increase in the safety of operation of sea‐
goingvessels.
6 CONTEMPORARYMODELOFNAVIGATION
Thesimplifiedintegratednavigationmodelemployed
onmodernshipsininternationalshippingconsistsof
sixmainelements.ThismodelisshowninFigure3.
Information on vector
of external interferences
AIS VTS VDR
Voyage planning from
port A to port B
Steering
vector
(safe)
(KDd
r
, V
s
)
Weather
forecast
Integrated
bridge
(navigator)
External
observations
Internal
observations
Navigational decisions
Frequency of information possing
(constant information group)
Direct
external
observations
from ship
Sattelite
Communication
Navigational information
(external information group)
Navigation methods
(navigational infastructure
on land)
Electronic navigation
systems
Navigational
warnings
Information form
navgation suport
systems on land
(ECDiS)
Figure3.Simplifiedmodelofintegratednavigation[20]
6.1 IntegratedBridgeSystems
Thegoalofnavigation integrationon thenavigating
bridge is to reduce the risk of accidents: collisions,
grounding and storm damage by increasing system
reliabilityaswellasincreasingsafetyofnavigation.
The integrated navigation bridge consists of the
followingsubsystems:
technicalsystem;
thehuman
system;
man‐machineinterface;
procedures.
Figure 4 shows information unit processed in an
integratedbridgesystem.
39
Current Voyage Plan
AIS – own ship state variables
Own ship variables
radar / ARPA
Weather Condition
Actual weather data
Sea Condition
Actual data
Local Environment
Direct visual observation
VTS information
Sources for hydrographic data
– Global data
Steering gear device
Set values rudder
Functional
Model
of Integrated
Navigation
Sources for meteorological data
(Global Data)
Sources for vessel parameters.
Ship dimentions manoeuvring
characteristics
Shipping Company
Global Ccommercial
Shipping Plan
Machinery
Set value speed
Sources for navigational
References parameters
(system)
Sources for geographical data.
Nautical Charts etc.
Figure4. Context diagram of process taskʺintegrated
navigationʺauthor’sownstudybasedon[19]
Inputdataonthebridgeincludeinformationfrom
sourcessuchas:
direction‐determiningdevices(compasses);
speedometer(log)overgroundandthewater;
watertemperaturesandsalinity;
shipmotioncontrolsystem(x,y,z);
echosounder/waterdepthmeter;
navigationalaidsfordefiningship’sposition(,
)
truepositionanddeadreckoning;
radar(SandXbands);
ARPA;
asatellitereceiver(SATCOM),AIS...VTS,etc.;
theautopilot;
memory range that maintains data from sensors
such as main engine, fuel, cargo and various
alarmsandwarnings;
indicatorsshowingnavigationwarnings;
weatherforecastingreceivingsystem;
informationontheportofcall.
Output data: course made good, speed over
ground and information on deviations from the
plannedrouteonelectronicchartsinvisualform.
6.2 Navigationaluseofthesystemonthebridge
The modern navigational model is based on an
integratednavigationbridge.Thesimplifiedmodelof
the integrated bridge can be divided into four
functionalgroupsas[10]:
technicalsystem;
operatorsystem;
man‐machineinterface;
operationalprocedures.
The main components of the integrated bridge
systemare:
1 DualECDISinstallations(captainandofficer).
2 DualRadar
ARPA(doubleinstallation).
3 Conning display for the presentation of
navigationalinformation.
4 GPS/DGPSpositioningsystem.
5 Ship’sspeedmeasuringsystem–log(Doppler).
6 Autopilotwithgyrocompass.
7 CommunicationsystemFullGMDSS(operational).
8 Blackbox/VDR.
Systemsincludefullinternalshipcommunications
and means for monitoring fire
control, alarm status
and propulsion control; in addition, the function of
loading/dischargingcargoandstabilitycontrol.
The integrated bridge is centralized for anti‐
collision monitoring, risk assessment for grounding
and automatic navigation control. At the command
post, the navigator monitors the equipmentʹs
indicators, such as course, rudder angle, depth,
propeller
revolutions, speed, yawing, and distance
covered measured with log as well as power of the
mainengine.
As a result of navigational integration, changes
havebeenmadetothenavigationalmodel,fromthe
perspective of users working on the navigating
bridge.Theseimprovementsareasfollows:
All navigation functions
have been successfully
integrated.
The standardized presentation has simplified the
operationoftheequipment.
Thestandardizedprocessofoperatingthesystems
simplifiedthefamiliarizationwiththeoperation;
Easeofoperationhasreducedoperator’serrors.
Multifunctionworkstations.
Bridgecrewhavebeenreducedtoalargeextent.
Low equipment costs and easy maintenance of
systemcomponents.
Easytrainingforefficient,trouble‐freeoperation.
7 SCOPEOFCHANGESINTHEMODELOF
NAVIGATIONATTHETURNOF20
TH
AND21
ST
CENTURY
Changes in navigation model were based on
economic, technological and legislative progress in
theglobaleconomy.Specialchangeshavetakenplace
inthefieldofmaritimetransport,suchas:
IMOlegislationonshippingsafety;
improvement of navigation equipment and
systems;
creationofnewnavigationalinfrastructure;
improvementofcommunicationforms(satellite);
newergonomics ofnavigatingbridgeconstruction;
establishing separation zones and optimizing the
selectionofnavigableroutes;
development of shore‐based navigation systems
suchasVTSandcaptainadviceonoptimalroute
selection;
unifying thetrainingofmarinestaffinaccordance
withthe
InternationalConventions;
issuinghandbooks,conductingtrainingcoursesto
improveprofessionalknowledgeofseafarers;
establishmentofglobalmaritimerescuesystems;
introduction of black boxes/VDR for sea‐going
ships;
globalization of legislation regarding the
applicationoflife safety and property at sea and
refinementofothermaritimeshipping
processes.
The process of changes in model comprised
reductioninworkloadofnavigatorsonthenavigating
bridge.Atthe sametimefewer mistakes weremade
duringthedecision‐makingprocess.Therehavebeen
changes in statistics of vessel casualty frequency. It
facilitatedhumancontactwiththemachine,whichas
a result,
affected the safety of shipping. Below is a
definitionofmodernmarinenavigation.
40
Marinenavigationistheprocessofacquiringand
processing navigational information, taking into
account the set of binding requirements and
restrictions in relation to the planned route and
control of vessel movement, which results in the
followingfunctions:
shiprouteplanning;
shiptrafficcontrol;
determiningtheposition
oftheshipanditsactual
motionvector(CMG,SOG);
avoidingcollisionhazardswithmovingandfixed
objects;
minimizingtheadverseeffectsoftheenvironment
onthemovementoftheshipanditsconstruction
components as well as on technical subsystems
andcargo[13].
Figure 5 shows a
contemporary bridge model in
theintegratednavigationsystem.
CONNING, ENGINE, THRUSTER, CONTROL
GYRO, AUTOPILOT, VTS, SPEED LOG
ECDIS
Radar-S (ARPA)
POSITION FIXING
(GPS)
CHART
TABLE
ENGINE
AUTOMATION
ECDIS
BACK-UP
SHIP
SAFETY
CHART
TABLE
OOW
(PILOT)
MASTER
BRIDGE
WING
PANEL
FIRE ALARM
NAV LIGHTS
ETC.
GYROCOMPASS
RADAR-X (ARPA)
A
NCHORING
VDR
PORT
WING
GYRO
REPEATER
PLANNING
DOCUMNTATION
TOILET
WASHROOM
CARGO CONTROL
SHIP FIRE CONTROL
GMDSS
(A3 / A4)
BRIDGE
WING
PANEL
COMMUNICATION
GYRO
REPEATER
STARBOARD
WING
VDR
AIS,
ECHOSOUNER
NAVTEX
INCLINOMETER
HELMSMAN
Figure5. Selected model of integrated navigation Bridge
(CompositionBasedon[14–18]
The wheelhouse equipment of a ship consists of
bridgeconsolesasfollows:
1 Autopilot,
2 BowThrusters,
3 Charttable,
4 Dopplerlog(speed),
5 Desk,
6 MagneticCompass,
7 Gyrocompass,
8 Enginedesk,
9 ControlCentre,Alarmmonitor,
10 GroupAlarmDisplay(cargo,cabinetc.),
11 GroupAlarmDisplay(cargo,
cabinetc.),
12 DeadmanAlarmPanel,
13 EmergencyTelegraph,
14 SignalLights,navigationlightsetc.,
15 SearchLight,
16 RadarS,RadarX,ARPA,
17 LightingSwitchboard,
18 Nav.Workstation,
19 Radiostation(VHF,Inmarsat,GMDSS),
20 Positionfindingpanel,
21 Talkbacksystem,
22 Watchreceiver,
23 Toilet,Washroom,
24
Planninganddocumentation,
25 ECDISandECDISback‐up,
26 BridgeWingPanel,
27 VDR,
28 EmergencyExitWindow.
8 SUMMARY
1 The main factors that change the model of
navigationintimeincludethreegroups:
technological progressofshipsystems;
development and implementation of legal
elementssuchasconventionsandregulations;
level of training and qualifications of ship
crewsandonshorepersonnel.
2 Dynamic changes in the development
of marine
navigation model have resulted from the
developmentandimplementationof anumber of
technicalsystemssuchas:
Automaticanti‐collisionradar(ARPA);
satellitecommunicationssystems(GMDSS);
Globalpositioningsystem(GPS)satellite;
automaticidentificationsystems(AIS);
vessel trafficcontrolservices(VTS);
integratednavigation
bridges(IBS).
3 The implementation of legal systems was often
delayed in relation to the development of
technologies applied in marine shipping which
also delayed the development of the model.
Likewise, programs for training seafarers were
implementedwithdelay.
4 Technological advances in marine transport will
force users to develop and
implement a new
e‐navigationmodel[1].
5 International Maritime Organization is the main
coordinator of creation and implementation of a
newnavigationmodel–e‐navigation[11,12].The
definition of e‐navigation implies that it is a
process aimed atʺharmonized collection,
integration,exchange,presentationandanalysisof
marineinformationonboardshipsandashoreby
electronicmeanstoenhancenavigationfromberth
AtoberthBandotherservicesforsafetyatsea as
well as protection of marine environmentʺ. To
complete the above definition program, seven
majorprogramshavetobeactivated[11]:
electroniccharts
andweatherinformation;
electronicpositioningsystems;
electronicinformationontheshipʹsroutes,such
ascourses,manoeuvringelements,etc.;
transmission of information on ship’s position
andnavigationinformationforships;
presentationofinformation;
information reporting, priority information
systemanddistressalert;
transmission of distress
warnings and safety
information.
6 Similarly, a model for managing ships without
crewfromshorestationsisexpectedtobecreated.
ATTACHMENT1
Contemporary technical measures used in maritime
navigationareshownbelow
Raytheon Anschütz now delivers (https://
www.janztec.com/en/references/detail‐seite/raytheon‐
anschuetz‐gmbh‐iec60945‐certified‐pcs‐for‐ship‐
bridge‐systems/):
Complete
ʺBridge Controlʺ Integrated Bridge
Systems,
Turnindicationequipment,
41
analoganddigitalnavigationdatadistribution,
gyrocompassesforallshiptypesandsizes,
analoganddigitaldisplayslavedevices,
maritimeautopilotandtrackcontrolsystemswith
digitalandadaptivecontrollers,
ATA/ARPAradarsystems,
electronic chart display and information systems
(ECDIS),
nauticalinformation
displays(NautoConning),
multifunction workstations for radar/ECDIS and
Conning,
electric rudder control systems and combined
helms(NautoSteer),
ʺMarine‐Inertial‐Navigation‐Systemʺ, MINS, a
high‐precision Ringlaser‐platform system for
surfaceandunderwaterships,
batterycontrolsystemsandhelmsforsubmarines
sonar systems for maritime traffic
and
measurement,
GPS/DGPS systems,
GMDSScommunicationsystemsforA1toA4,
AutomaticIdentificationSystems(AIS),
VoyageDataRecorder(VDR),
user‐specificSoftware,
crewinformationandtrainingprograms,
equipmentfordepotandservicestations.
The product range is built with a modular
structure,which
allowsindividualmodificationforall
applicationareas, such as maritime shipping, inland
water navigation, coastal shipping, and the
challengingyachtmarket.
TheintegratedSynapsis bridgesystemsrepresent
a new generation of intelligent multifunctional
workstationswhichallownotonlynauticalfunctions
such as Radar, Chart Radar, ECDIS and Conning
systems, but also
the integration of additional
applications and data presentation. The scalability
makesitaperfectplatformformostshiptypes–from
basic systems with simple functions up to complex
systemswithallavailablefeatures.
BIBLIOGRAPHY
[1]OlsenG.L., e‐Navigation starts with e‐VoyagePlanning,
www.e‐nav‐navigation.net/.../
[2]www.worldshiping.org
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