marine and arctic technology
TRANSCRIPT
Marine and Arctic Technology
MEC-E2005 Ship Systems
Lecture 6: Navigation and maneuvering systems
D.Sc. Osiris A. Valdez Banda
Lectures
Propulsion plant
management
Auxiliary power
management
Auxiliary machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
Lecture Date Content Lecturer Institution
1 07.01.2020 at 8:00-10:00 Ship systems, course opening
Ship system engineering in ship design
Pentti Kujala
Osiris A. Valdez Banda
Aalto
2 13.01.2020 at 10:00-12:00 Foundations of systems engineering and its connection to marine systems Osiris A. Valdez Banda Aalto
3 14.01.2020 at 8:00-10:00 Propulsion plant management and its systems Osiris A. Valdez Banda Aalto
4 20.01.2020 at 10:00-12:00 Auxiliary power management and machinery operation Osiris A. Valdez Banda Aalto
5 21.01.2020 at 8:00-10:00 Expert Forum 1
Topics:
• Energy sources and fuel types in modern applications
• Modern motor types, concept design of machinery systems
• Energy efficiency, exhaust treatment systems, environmental impact and
legislation
• HVAC systems, Heat balance and heat recovery systems
Mia Elg Deltamarin
6 27.01.2020 at 10:00-12:00 Navigation and maneuvering Osiris A. Valdez Banda Aalto
7 28.01.2020 at 8:00-10:00 IT and communication systems OVB Aalto
8 03.02.2020 at 10:00-12:00 Ballast and trim management systems **** MCh Aalto
9 04.02.2020 at 8:00-10:00 Expert Forum 2: ****
Topics:
• Electric systems, Propulsion systems and maneuvering technology
• Ship automation and control systems, Communication and IT equipment
• Special ship systems (e.g. arctic/sub-arctic conditions),
TBC TBC
10 10.02.2020 at 10:00-12:00 Workshop (Group Presentations) Meriam Chaal
OVB
Pentti Kujala
Aalto
11 11.02.2020 at 8:00-10:00 Expert Forum 3:
Topics:
• Design methods and tools (CADMATIC, CFD, 3D-CAD, NAPA etc.)
• Advanced machinery space design
• Future energy solutions for cruise ships
TBC TBC
The perspective and evolution of ship systems in ship design
Mission
requirements
Powering
Structure
Lines and
body plan
Hydrostatic &
bonjeans
Floodable
length &
freeboard Arrangement
s (hull &
machinery)
Maneuvering
Powering
Light ship
weight
estimate
Capacities,
trim & intact
stability
Damage
stability
Cost
estimates
The traditional ship design spiral by Evans 1959
Propulsion plant
management
Auxiliary power
management
Auxiliary
machinery
operation
Ballast and trim
management
Navigation and
maneuveringCargo handling
operations
IT and
communication
systems
Spares and
maintenance
The design of the next generation of digital ships by Martin Stopford 2018
The ship as a system of systems
Propulsion
plant
management
Auxiliary power
management
Auxiliary
machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and
communication
systems
Spares and
maintenance
Radar
ARPA
AIS
Auto pilot
ECDIS
Etc.
Internal Systems External Systems
IT and communication systems
Satellite(s)
Server
Internet
Ground Station
PC and devices
Etc.
External systems
Navigation and maneuvering systems
Ship masters, officers and bridge crew
have nowadays a great variety of marine
navigation equipment which makes his
life a lot simpler, thanks to the
advancement in technology.
This equipment and the training of
seafarers has made the journey at sea
smoother (efficient) and safer. The trend
and role of modern maneuvering
equipment aims to support a sustainable
maritime shipping.
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Propulsion
plant
management
Auxiliary
power
management
Auxiliary
machinery
operation
Ballast and
trim
management
Navigation
and
maneuvering
Cargo
handling
operations
IT and
communication
systems
Spares and
maintenance
The design of the next generation of digital ships by Martin Stopford 2018
Why navigation and maneuvering systems are so important
• That Radar remains (and will remain) the
primary system for Collision Avoidance
• The master and watch keepers use the
radar because it:
• Is operated ship based
• Does not rely/depend on extra sources
• I has a proven track record
• Radar is useful with SARTs whenengaged in search and rescue
© Ships business
History of navigation and maneuvering systems (1)
• 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 infog; and
• large fishing vessels
Ship radar
History of navigation and maneuvering systems (2)
• International Conference on Safety of Life
at Sea (SOLAS) 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.
• SOLAS convention adopt and make
Radar a mandatory carriage requirement
for Merchant Ships in a phased
programme starting in 1980.International Conference on Safety of Life at Sea (SOLAS)
International Conference on Safety of Life at Sea (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,
Factors e.g.
• An automated target tracking
aid
• ARPA
• AIS
• ECDIS
• GNSS
• Etc.
Common navigation equipment onboard ships
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Gyro Compass
It is used for finding the right direction. Unlike magnetic
compass, gyro compass is not hampered by an external
magnetic field. Components:
• Master Compass: Discovers and maintains the true northreading with the help of gyroscope.
• Repeater Compasses: Receive and indicate the true directiontransmitted electrically from the Master Compass.
• Course Recorder: Makes a continuous record of the maneuveringon a moving strip of paper.
• Control Panel: Governs the electrical operation of the system andascertains the running condition by means of a suitable meter.
• Voltage Regulator: Maintains constant supply of the ship to themotor-generator.
• Alarm Unit: Indicates failure of the ship’s supply.
• Amplifier Panel: Controls the follow-up system.
• Motor Generator: Converts the ship’s DC supply to AC andenergizes the Compass equipment.
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Propulsion plant
management
Auxiliary power
management
Auxiliary machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
Gyro compass
Radar
The seagoing vessels depend on S-band and
X-band frequency radar system for navigation
as it can detect targets and display the
information on the screen such as the distance
of the ship from land, any floating objects (an
island, rocks, iceberg etc.), other vessels, and
obstacles to avoid a collision.
It is a rotating antenna which discovers the
surrounding area of the ship
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systems
Spares and
maintenanceRadar components
Magnetic Compass
The magnetic compass work in conjunction with the
magnetic field of the earth and is the essential means
of the direction indicating device.
It is used to get a planned course for the voyage.
This ship navigation equipment is usually fitted at the
centre line of the ship. A transmitting magnetic type
compass is fitted so that the output can be displayed
in the bridge panel
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Propulsion plant
management
Auxiliary power
management
Auxiliary machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
Magnetic compass
Auto pilot (1)
The autopilot is considered to be one of the most effective bridge navigational
equipment as it assists the human operator in controlling the ship by keeping the
steering in autopilot, which allows them to concentrate on broad aspects of the
operation.
It is a combination of hydraulic, mechanical, and electrical system and is used to
control the ship’s steering system. Auto-Pilot is synchronised with the Gyro
Compass to steer manually input courses, with reference to the gyro heading.
Auto Pilot steers the manually input course by controlling the steering gear to
turn the rudder in the required manner. Modern auto-pilot systems are capable of
being synchronised with the Electronic Chart system (ECDIS) enabling to follow
the courses laid out in the Voyage plan. This feature cuts out the need of manual
course changes and alterations as the system will follow the courses and
alterations as per the voyage plan.
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Propulsion plant
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Auxiliary machinery
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Ballast and trim
management
Navigation and
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Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
Auto pilot (2)
Auto pilot operation (considerations)
• Rate of Turn and Rudder Limits
• Steering Gear Pumps
• Off Course Alarm
• Manual Mode
• Traffic Density
• Speed
• Weather Conditions
• Important Alarms and signals
• Gyro Compass
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Propulsion plant
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IT and comm.
systems
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maintenance
Autopilot system
ARPA (Automatic Radar Plotting Aid)
ARPA displays the position of a ship and other
vessels nearby. The radar displays the position of the
ships in the vicinity and selects the course for the
vessel by avoiding any kind of collision.
This bridge navigational equipment constantly
monitors the ship’s surrounding and automatically
acquires the number of targets, in this case; ships,
boats, stationary or floating objects etc., and plot their
speeds and courses respectively. It presents them as
vectors on the display screen and constantly update
the parameters with each turn of the antenna by
calculating their nearest points of approach to own
ship and also the time before this will occur.
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Propulsion plant
management
Auxiliary power
management
Auxiliary machinery
operation
Ballast and trim
management
Navigation and
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Cargo handling
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IT and comm.
systems
Spares and
maintenance
ARPA
Automatic Tracking Aid
Just like ARPA, automatic tracking aid displays the
information on tracked targets in graphic and numeric
to generate a planned layout for a safer and collision-
free course.
Usually, A large size target measuring 800 m or more
in the circumference is considered as a landmass
and not tracked. Echoes less than 800 m are deemed
as targets to be tracked.
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Propulsion plant
management
Auxiliary power
management
Auxiliary machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
Automatic Tracking Aid
Automatic Identification system (AIS)
AIS is also among the types of a navigation system
which helps to pinpoint the location and other
navigational statistics of ships. AIS uses VHF radio
channels as transmitters and receivers to send and
receive messages between ships which endeavours
to fulfil a lot of responsibilities.
As per the regulation enforced by The International
Maritime Organisation (IMO), all passengers’ vessels
and commercial ships over 299 Gross Tonnage (GT)
sailing in the international to carry a Class A AIS
transponder
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Propulsion plant
management
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operation
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management
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Cargo handling
operations
IT and comm.
systems
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maintenance
AIS trasponder
GPS Receiver
A Global Positioning System (GPS) receiver is
a display system used to show the ship’s
location with the help of Global positioning
satellite in the earth’s orbit.
With the record of the ship’s positions, the
speed, course, and the time is taken to cover
the distance between “two marked positions”
can be calculated.
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Propulsion plant
management
Auxiliary power
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Auxiliary machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
GPS receiver
Echo Sounder
There are many modern ship navigation tools present
on ship and echo sounder is one of the instruments
which has been in the play from almost 100 years
now.
It is used to measure the depth of the water below the
ship’s bottom using sound waves which work on the
principle of transmission of sound waves and an
audio pulse which will bounce off a reflecting layer,
returning as an echo to the source.
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Propulsion plant
management
Auxiliary power
management
Auxiliary machinery
operation
Ballast and trim
management
Navigation and
maneuvering
Cargo handling
operations
IT and comm.
systems
Spares and
maintenance
Echo sounder
Navigational lights
The primary function of marine navigation lights is to aid
prevention of any major accident from happening. There is
a pattern in which these lights are set up on the ships:
• There is a light at the right-hand side of the boat (right side when
facing the bow of the vessel known as the starboard side) which is
green in colour.
• There is a light at the left-hand side of the boat (left side when facing
the bow of the vessel is known as the port side) which is red in colour.
• There is a light at the right-hand side of the boat (right side when
facing the bow of the vessel known as the starboard side) which is
green in colour.
• There is a light at the left-hand side of the boat (left side when facing
the bow of the vessel is known as the port side) which is red in colour.
• A white light is placed at the stern side. This shows an unbroken light
over an arc of horizon of 135 degrees and fixed to show the light 67.5
degrees from right aft on each side
• The mast has to have night lights. The colour of this light is white.
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Propulsion plant
management
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management
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maneuvering
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operations
IT and comm.
systems
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maintenance
Long Range Tracking and Identification (LRIT) System
LRIT is an international tracking and
identification system incorporated by the
IMO under its SOLAS convention to
ensure a thorough tracking system for
ships of 300 gross tons and above which
are on international voyages across the
world.
This maritime equipment is fitted to
improve the maritime domain awareness.
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Propulsion plant
management
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management
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systems
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maintenance
Electronic Chart Display Information System (1)
ECDIS complies with IMO Regulation V/19 & V/27 of SOLAS convention as
amended, by displaying selected information from a System Electronic
Navigational Chart (SENC).
Besides enhancing navigational safety, ECDIS greatly eases the navigator’s
workload with its automatic capabilities such as route planning, route monitoring,
automatic ETA computation and ENC updating.
The ECDIS utilises the feature of the Global Positioning System (GPS) to
successfully pinpoint the navigational points.
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Propulsion plant
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management
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Electronic Chart Display Information System (2)
ECDIS is basically a navigational information system,
interfaced with other navigational equipments such as
the GPS, Gyro, RADAR, ARPA, Echo Sounder etc.
Advantages:• All information is processed and displayed in real time
• It eases the process of passage planning
• One can get all necessary navigational information at a glance
• Alarms and indications are in place to indicate and highlight
dangers
• Charts can be tailored as per the requirement of the voyage
• Other navigational equipments such as the AIS, ARPA etc can be
overlayed and integrated
• Charts can be oriented as per requirement
• With the facility to zoom in and out, features can be examined as
per necessity
• One can obtain a more accurate ETA
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ECDIS
Radar ARPA GPS Gyro
Echo
sounder
5 min. break
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Navigational equipment and 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 and other navigational equipment
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
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Example
Ship parameters
• Speed – up to 25 knots
• Length
• Largest container ship 335 m
• Capesize bulker 300 m
• Panamax 220-230 m
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
COLREGs (1)
International Regulations for Preventing Collision at Sea
• Every vessel has a responsibility to avoid collisions.
• If every vessel follows the rules, there cannot be a collision.
• Even if these rules require another vessel to keep out of your way, you must be ready to take
action yourself.
• If you are in a collision, you will always be partly to blame.
• All actions must be clear, in good time, and large enough so other vessels will understand
your intentions.
• Generally alterations of course are more obvious than alterations of speed, but never hesitate
to slow down to give yourself thinking time or more room.
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COLREGs (2)International Regulations for Preventing Collision at Sea
Part A - General (Rules 1-3)
• Rule 1 Application
• Rule 2 covers the responsibility of the master, owner and crew to comply with the rules.
• Rule 3 includes definitions
Part B- Steering and Sailing (Rules 4-19)
Section 1 - Conduct of vessels in any condition of visibility (Rules 4-10)
Section 2 - Conduct of vessels in sight of one another (Rules 11-18)
Section 3 - conduct of vessels in restricted visibility (Rule 19)
Part C Lights and Shapes (Rules 20-31)
Part D - Sound and Light Signals (Rules 32-37)
Part E - Exemptions (Rule 38)
Part F - Verification of compliance with the provisions of the Convention
Annexes
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Rules of the road (1)
Rule 13 - Overtaking
This rule overrides all the other give-way rules.
• The overtaking vessel (even if sailing) must keep out of
the way of the vessel being overtaken.
• You can pass on either side of the vessel, but keep well
clear – the other vessel may not have seen you.
• If you are being overtaken, hold your course and speed
until the other vessel is past and well clear.
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Rules of the road (2)Rule 14 – Head on
• Both vessels must alter course to starboard.
• If the other vessel turns the wrong way, you should turn even
more to starboard, slow down, or stop your vessel.
Rule 15 – Crossing situation
• If the other vessel is on your starboard side it has right of way
and you must keep clear: you must either turn to starboard,
slow down to let the other vessel pass ahead of you – or do
both.
• A gives way to B
• If the other vessel is on your port side, you have right of way
and should hold your course and speed. However, if you think
the other vessel is leaving it too late, you have to take action
yourself. The “right rule” still applies: if you alter course, alter
to starboard. Or you can slow down, or do both.
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A
B
Rules of the road (3)
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Navigational system and COLREGs
Navigational systems are design and
utilized with careful consideration of the
COLREGs and other applicable
regulations by IMO.
Navigational system takes careful
consideration:
• IMO SOLAS and MARPOL conventions
• IALA Guidelines and actions
• The role and specification given by other
relevant stakeholders (e.g. VTS, SAR
services, Pilots, Icebreakers, Etc.)
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Other navigational and maneuvering systems
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Voyage data recorder
A VDR or voyage data recorder is a crucial
instrument among the ship navigation
equipment list which is installed on a ship to
continuously record vital information related
to the operation of a vessel.
It contains a voice recording system for a
period of at least the last 12 hours. This
recording is recovered and made use of for
investigation in events of accidents. The
importance of VDR is similar to a “black box”
installed on an airplane.
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VDR
Rudder Angle Indicator (RAI) and Rate of Turn Indicator (RTI)
RAI
The display is provided on the navigation bridge equipment console so that the
ship navigation officer can control the rate of turn and rudder angle of the ship.
The indication is also provided in the bridge wing and engine control room.
RTI
This navigational tool indicates how fast the ship is turning at a steady rate
(useful during pilotage and maneuvering), normally shown as a number of
degrees turned. The rate a ship is turning is measured in degrees per minute.
This essential tool assists a coxswain in steering a course safely.
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VDR
Sound Reception System
This acoustic system is required for a ship
with a fully enclosed type bridge. It enables
the navigating officer inside the cabin to
listen to the sound signals (such as fog or
ship’s horn) from other ships in the vicinity.
This is fitted in ships bridge equipment
console and helps the navigating officer to
conduct the look-out duty as per the
International Regulations for Preventing
Collisions at Sea.
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Sound reception system
Ship Whistle
A ship’s horn is known as a whistle and it is
generally provided in duplicate. One is driven by
air and the other is electrically operated. The
whistle should be both manually and electrically
operational from the bridge.
Among different instruments used in difficult
navigation such as bad weather, fog, poor visibility,
high traffic etc., the ship’s whistle or horn helps in
alerting the nearby vessels.
During an emergency, the horn is used to notify
and alert the ship’s crew and other vessels nearby
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Ship Whistle
Complementary to navigational systems
• Pilot card
• Voyage Plan
• Forecastle Bell
• Maneuvering Booklet
• Record of Navigation Activities
• Record of Maintenance of
Navigational Equipment
• Wheelhouse Posters
• Transmitting Heading Devise
• Black Diamond Shape
• Ship Flags
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Ship Whistle
E-Navigation
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E- Navigation
E-navigation is ‘the collection, integration
and display of maritime information
aboard and ashore by electronic means to
enhance berth-to-berth navigation and
related services, safety and security at
sea, and the protection of the marine
environment’: definition from the
International Association of Marine Aids to
Navigation Lighthouse Authorities (IALA).
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E-Navigation view
E- Navigation (Background)
In December 2005, Japan, the Marshall Islands, Netherlands, Norway,
Singapore, UK and USA submitted a paper (MSC 81/23/10) to the IMO Maritime
Safety Committee.
The paper went on to propose that the aim should be to develop a strategic
vision for the utilization of existing and new navigational tools, in particular
electronic tools, in a systemic and systematic manner.
(The claim) E-Nav would help reduce navigational accidents, errors and failures
with standards for an accurate and cost-effective system that make contribution
to the IMO’s agenda of safe, secure and efficient shipping on clean oceans.
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E- Navigation (practical coordination)
IALA will use this dedicated committee of
international delegates, representing
practitioners and technical experts to build
on its expertise in the fields of aids to
navigation and VTS to contribute
significantly to the concept of e-navigation
through the IMO.
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IALA
E- Navigation architecture (1)
Elements (technical):
• World electronic navigation chart (ENC) coverage of navigational areas;
• A robust electronic positioning system (with redundancy)
• An agreed infrastructure of communications to link ship and shore.
Elements (human):
• Man/machine interface (balance between standardisation and leaving room for
innovation and development);
• Modes of information display/portrayal;
• Appropriate communication of situation awareness;
• Onboard e-navigation system equipment should be designed to engage the
bridge team and maintain high levels of attention and motivation without
causing distraction
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E- Navigation architecture (2)
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E- Navigation concerns
Technological advances of this kind must
be developed in a coordinated and
structured manner.
A lack of standardization both on board
ships and in shore side infrastructure
(with its attendant problems of
incompatibility either between vessels, or
between vessels and shore-based
facilities) and increased and
unnecessary levels of complexity,
clearly has to be avoided.
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IMPORTANT
Any integrated navigation or
decision support system be
designed so as to relieve the
officer of the watch from some
of the burdens of watch keeping
while, at the same time, be
sufficiently intelligent to filter out
some of the less crucial
information and not draw the
navigator into a false sense of
security by overreliance on the
equipment or the information
presented.
E- Navigation demanded approach
Implementing technology three
fundamental aspects:
• The technology itself
• How to use the technology (gained
through design, testing and
experience)
• Training, both in the operation of the
technology itself but most importantly in
using the technology with agreed
procedures to make good decisions.
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IMPORTANT
The Secretary General of the IMO
has stressed the need for ‘those
who actually practice navigation’
to be involved in the development
of e-navigation.
E- Navigation look into the future
E-Nav towards the future:
• More software implementation
• Sensors on-board and ashore
• More controlled systems
• Cyber security
• Integration demanded
Current and future cases:
• Digital twin simulations
• Remote controlled ships (operations)
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© DNV-GL
Lars Fischer © Digital twin
Thank you