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T.C. DOKUZ EYLÜL UNIVERSITY

MARITIME FACULTY

MARINE TRANSPORTATION ENGINEERING

INTEGRATED BRIDGE SYSTEMS (IBS)

ADVISOR: ASSOC. PROF. DR. ENDER ASYALI

ÇAĞRI ÖZDİM 2007423038AŞKIN PAMUKÇU 2006423056

ALİ BAYIR 2007423060

İZMİR-2010

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INTEGRATED

Combining or coordinating separate elements so as to provide harmonious, interrelated whole, organized or structured so that constituent units function cooperatively.

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DEFINITION OF IBS

An integrated bridge system (IBS) is defined as a combination of systems which are interconnected in order to allow centralized access to sensor information or command/control from workstations, with the aim of increasing safe and efficient ship’s management by suitably qualified personnel.

The term “integrated bridge” encompasses several possible combinations of equipment and software designed specifically for each individual vessel’s needs. Therefore, each integrated bridge system is different. This section introduces, in general terms, the major equipment likely to be found in an integrated bridge system.

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IBS IN MARITIME STATUTORY DOCUMENTS

Performance standards for integrated bridge systems were adopted by IMO in 1996 (Resolution MSC.64(67))

The revised SOLAS chapter V adopted in December 2000 and entering into force in July 2002 says in Regulation 19 Carriage requirements for ship borne navigational systems and equipment paragraph 6: Integrated bridge systems shall be so arranged that failure of one sub-system is brought to immediate attention of the officer in charge of the navigational watch by audible and visual alarms, and does not cause failure to any other sub-system. In case of failure in one part of an integrated navigational system, it shall be possible to operate each other individual item of equipment or part of the system separately.

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PERFORMANCE STANDARDS OF IBS

A. SYSTEM REQUIREMENT

The IBS should support systems performing two or more of the following operations:

1. passage execution; 2. communications; 3. machinery control; 4. loading, discharging and cargo control; and 5. safety and security.

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B. GENERAL REQUIREMENTS

GENERAL

• The IBS should comply with all applicable IMO requirements and recommendations. Parts executing multiple operations should meet the requirements specified for each individual function they control, monitor or perform.

• Each "part" of an IBS should meet the relevant requirements of resolution A.694(17) and their associated technical testing standards. In consequence, the IBS is in compliance with these requirements without further environmental testing.

• A failure of one part should not affect the functionality of other parts except for those functions directly dependent upon the information from the defective part.

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INTEGRATION

The IBS should provide functional integration meeting the following requirements:

* The functionality of the IBS should ensure that its operation is at least as effective as for stand-alone equipment.

* Continuously displayed information should be reduced to the minimum necessary for safe operation of the ship.

* Supplementary information should be readily accessible. Where multifunction displays and controls are used to perform functions necessary for safe operation of the ship they should be duplicated and interchangeable.

* It should be possible to display the complete system configuration, the available configuration and the configuration in use.

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INTEGRATION ( CONT. )

* Each part to be integrated should provide details of its operational status and the latency and validity of essential information Means should be provided within the IBS to make use of this information. * An alternative means of operation should be provided for essential functions.

* An alternative source of essential information should be provided. The IBS should identify loss of either source.

* The source of information (sensor, result of calculation or manual input) should be displayed continuously or upon request.

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DATA EXCHANGE

* Interfacing to an IBS should comply with the relevant international marine interface standards.

* Data exchange should be consistent with safe operation of the ship.

* The integrity of data flowing on the network should be ensured.

* A failure in the connectivity should not affect independent functionality.

FAILURE ANALYSIS

* A failure analysis should be performed, documented and be acceptable.

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C.OPERATIONAL REQUIREMENTS

HUMAN FACTORS

* The IBS should be capable of being operated by personnel holding appropriate certificates.

* The Man Machine Interface (MMI) should be designed to be easily understood and in a consistent style for all integrated functions.

* Where multifunction displays are used, they should be in colour , and continuously displayed information and functional areas, e.g. menus should be presented in a consistent manner.

* For actions which may cause unintended results, the IBS should request confirmation from the operator.

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FUNCTIONALITY

* It should always be clear, from where essential functions may be performed.

* The system management should ensure, that one user only has the focus of an input or function at the same time. If so, all other users should be informed about that by the IBS.

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D. TECHNICAL REQUIREMENTS

SENSORS

* In order to ensure an adequate system functionality the sensors employed should ensure communication compatibility in accordance with the relevant international marine interface standard; and provide information about their operational status and about the latency and validity of essential information.

ALARM MANAGEMENT

* The IBS alarm management, as a minimum, should comply with the requirements of the Code on Alarms and Indicators, 1995 (resolution A.830(19)). * Appropriate alarm management on priority and functional groups should be provided within the IBS.

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ALARM MANAGEMENT ( CONT.)

* The number of alarm types and their release should be kept as low as possible by providing indications for information of lower importance.

* Alarms should be displayed so that the alarm reason and the resulting functional restrictions can be easily understood. Indications should be self-explanatory.

POWER INTERRUPTIONS AND SHUT-DOWN

* If subjected to an orderly shut-down, the IBS should, upon turn-on, come to an initial default state.

* After a power interruption full functionality of the IBS should be available after recovery 000 of all subsystems. The IBS should not increase the recovery time of individual subsystem functions after power restoration.

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POWER INTERRUPTIONS AND SHUT-DOWN ( CONT. )

* If subjected to a power interruption the IBS should, upon restoration of power, maintain the configuration in use and continue automated operation, as far as practicable Safety related automatic functions should only be restored upon confirmation by the operator.

POWER SUPPLY

* Power supply requirements applying to parts of the IBS as a result of other IMO requirements should remain applicable.

* The IBS should be supplied:

1. from the main and emergency sources of electrical power with automated changeover through a local distribution board with provision to preclude inadvertent shut-down;

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POWER SUPPLY ( CONT.)

2. from a transitional source of electrical power for a duration of not less than 1 min; and

3. where required, parts of the IBS should also be supplied from a reserve source of electrical power.

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INTEGRATED BRIDGE SYSTEM (IBS) FOR SHIPS - FURUNO DEEPSEA

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TRANSAS INTEGRATED BRIDGE SYSTEMS

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GENERAL INFO ABOUT IBS

* Rules from classification societies such as Det Norske Veritas (DNV) specify design criteria for bridge workstations.

* Their rules define tasks to be performed, and specify how and where equipment should be sited to enable those tasks to be performed.

* Classification society rules address the total bridge system in four parts:

- technical system, - human operator,- man/machine interface, and operational procedures

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An IBS generally consists of at least:

* Dual ECDIS installation – one serving master and the other as backup and route planning station.

* Dual radar/ARPA installation.

* Conning display with a concentrated presentation of navigational information (the master ECDIS)

* DGPS positioning

* Ship's speed measuring system

* Auto-pilot and gyrocompass system

* Full GMDSS functionality

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DNV APPROVED INTEGRATED BRIDGE SYSTEM LAYOUT

OF M/S BOA GALATEA

21Aft conning station of M/S BOA GALATEA

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BIBLIOGRAPHY

- Rulefinder 2010, Copyright 2010 Lloyd's Register- SOLAS Ch.V, Reg 19.- IMO, Resolution MSC.64(67)- American Practical Navigator (Bowditch), Ch. 14- www.raytheon-anschuetz.com (pictures & brochure)

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