International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 5

Number 4

December 2011

433

1 INTRODUCTION

For several years in the maritime field, we distin-

guish the "eNavigation” term. The IMO's eNaviga-

tion initiative has as its goal the seamless integration

of information: "eNavigation is the harmonized col-

lection, integration, exchange, presentation and

analysis of maritime information onboard and ashore

by electronic means to enhance berth to berth navi-

gation and related services, for safety and security at

sea and protection of the marine environment”

(IMO, 2004).

The decision support systems (Navigation Aids)

also enroll into this area, which covers broad scope

of information to assist the navigator in the safe pas-

sage of the ship. These include:

− classified hydrometeorological information,

− anti-collision and alarm systems,

− cargo handling operations systems,

− systems to monitor ship traffic parameters,

− for the route monitoring systems,

− systems for presentation of vessel’s location in

space

− other.

We also note the tendency to integrate multiple

systems, with the properly selected, multi-level form

of presentation of navigational information - Human

Machine Interface (HMI), forming the Integrated

Bridge Systems (IBS). They are characterized by,

among others:

− simplified watchkeeping,

− standardize HMI,

− enhanced conning display,

− multifunction workstations provide any function

at any place,

− consistent data available at each workplace,

− health monitoring of system status and perfor-

mance,

− data quality and sensor selection management,

− intelligent alert management,

− simple to install and upgrade due to open archi-

tecture,

− standardized hardware improves logistics of

spares,

− standardized software eases configuration and

service,

− increased efficiency,

− improved safety,

− cost savings,

− integration of further ship system data and opera-

tion (Raytheon Anschütz GmbH. 2009).

Assumptions to the Selective System of

Navigational-maneuvering Information

Presentation

R. Gralak

Institute of Marine Traffic Engineering, Maritime University of Szczecin, Poland

ABSTRACT: In the era of emerging technologies in the transport decided to create three-dimensional visuali-

zation system which virtualizes real navigation situation of the ship in a restricted area. The system in its des-

tiny is a part of a large branch of the eNavigation and is intended as a tool to assist decision navigator on the

ship’s bridge, particularly in the berthing maneuvers. The article presents the technical assumptions for the

system. Presents its destination, innovative solutions including the ability to multi-territorial virtualization and

preview the actual position of the individual.

434

2 INTEGRATED BRIDGE SYSTEMS REVIEW

Later presented, System of Navigational-

maneuvering Information Presentation is mainly a

part of areas of presentation the vessel's location in

space and monitoring the parameters of motion sys-

tems, forming the so-called Enhanced Conning Dis-

play (ECD). Hence, a further part of this paper will

only get down to these types of systems.

Referring to the review of existing IBS, present-

ing the ship’s location in space and its motion pa-

rameters, it can be noted that the most of them are

used by the navigator in the passage in open waters.

Examples:

− ECDIS 2D/3D - system mainly designed for

presentation of vessel’s location in space based

primarily on Global Positioning Systems -

GPS/DGPS, very cumbersome in mooring ma-

neuvers, vector coastline often do not coincide

with the actual shape of the berths, simplified the

waterline of the vessel (Fig. 1);

Figure 1. ECDIS – costal line deformation (Own work).

− Radar / ARPA systems – presentation of vessel’s

location and anti-collision system mainly used in

the open sea voyage, not very accurate and ineffi-

cient inside the ports (Fig. 2);

Figure 2. Radar/ARPA echoes distortion (Own work).

− Planning Station / DP systems - expensive posi-

tioning systems and presenting of unit’s location,

which are applied only to the specialist vessels

and ferries. Applying them to common units of

the merchant fleet is a highly costly and ineffi-

cient (Fig. 3).

− Dedicated positioning and presenting of ship’s

location systems - systems created against order,

dedicated for a specific restricted areas or port in-

frastructure (LNG, Ferries, Narrow Channels).

Systems based on highly accurate positioning

systems such as Real Time Kinematic (RTK),

ladars, ultrasound, which allows navigator to ma-

neuver the ship safely. They are mostly two-

dimensional presentation of information systems,

with a very simplified model of the ship (Fig. 4).

Figure 3. Dynamic Positioning Interface (Kongsberg AS.

2005).

435

Figure 4. Dedicated LNG positioning system (Gucma, S. &

Gucma, M., 2010).

Invariably, for centuries the simplest and most ef-

ficient way to assess the vessel's location in space in

the restricted areas, in ports is a visual observation.

3 SYSTEM ASSUMPTIONS

No system being supplied with modern navigation

bridge is able to completely replace the human fac-

tor. Thus, it is necessary to provide the navigator

with navigation and maneuvering information as

much as possible, and then submit them in an ergo-

nomic form (HMI).

As mentioned utility of systems which presents

the position of the vessel against berths in the last

phase of passage and during berthing maneuvers is

very limited because of its systematic and unsystem-

atic errors.

The only reliable source of information for deci-

sion-making is a visual observation. However, it has

two basic limitations:

1 is strongly dependent on the currently prevailing

hydro-meteorological conditions, particular on

the degree of visibility,

2 the navigator has the ability to simultaneously ob-

serve only one side of the ship.

For long ship with superstructure in the stern, the

navigator on the bridge is not able to assess the dis-

tance between the bow section and the obstacle at

the height of the waterline. Conversely, the super-

structure in the bow - no information about the loca-

tion of the stern. To perform a safe approach and

berthing maneuvers it is necessary to provide infor-

mation about the navigator position outside of the

bridge. Generally it is a crew member equipped with

radio communication device or installed on the side

of the quay/vessel CCTV camera. Both methods are

very limited in heavy fog.

Given the above, decided to create a selective

system of navigational-maneuvering information

presentation based on mathematical (graphical)

models of dedicated vessels and areas. The system

allows multi-level assessment of the vessel's location

relative to obstacles, regardless of weather condi-

tions.

Main task of system is to faithful reproduction of

actual navigational situation with use of mathemati-

cal (graphical) models of the vessel and area. Creat-

ed models were implemented into the virtual envi-

ronment, where based on standardized data from the

positioning systems they are located in the space in

three degrees of freedom (in the future the destina-

tion is six degrees of freedom).

3.1 Mathematics (graphical) ship’s model

Mathematics (graphic) ship model is built in three-

dimensional environment based on the technical

documentation provided by the unit owner. Virtual

hull in both its parts above and below the waterline

is a faithful reproduction of a real vessel as to the

scale, location and shape (Fig. 5).

Figure 5. Graphical ship’s model (Own work).

The degree of detail of the model depends on the

complexity of the original hull’s shape. There is pos-

sibility to make a virtualization of elements con-

stantly attached to the hull well as moving parts.

3.2 Mathematics (graphical) area’s model

Mathematics (graphical) model of areas is also built

in three-dimensional environment based on the tech-

nical, spatial plans, digital maps (Fig. 6) In the ab-

sence of sufficiently accurate plans, it is possible to

digitize the virtual model of the basin on the basis of

geodetic measurements of such wharves with the use

of RTK for instance.

436

Figure 6. Graphical area’s model (Own work).

In addition to the model of the area coastline it is al-

so necessary to make a virtualization of:

− buoys and navigation marks

− hydrotechnical architecture,

− water surface (simplified model).

Thus prepared, the model is positioned in the

WGS84 datum of the behavior of the real values of

coordinates Lat / Lon or UTM.

4 SYSTEM STRUCTURE

The system consists of two blocks:

1 collecting and recording of input data into system

memory

2 reading and data processing

Ad.1. Block of collecting and recording of input

data is an independent algorithm that allows to im-

plement to the system variables from independent

sources, without requiring changes to the code of se-

cond block. This means there is possibility to con-

nect, e.g. various positioning systems, continuous

hydro-meteorological data, etc. (Fig. 7).

Manual defining of the fixed input is also availa-

ble.

Figure 7. Collecting and recording block (Own work).

Ad.2. Block of reading and data processing is re-

sponsible for the division and assignment of the rel-

evant variables to the mathematical (graphical)

models of the vessel and area (Fig. 8).

Figure 8. Reading and data processing block (Own work).

In the first version of the software there are avail-

able:

1 Data for the model of the ship:

− the date and time,

− local coordinates of the point of view and the

viewing angle from the bridge,

− local coordinates of the positioning system’s

antenna location (it is possible to define more

points of reference for the ship's hull),

− heading,

− global position of the antenna (vessel’s posi-

tion),

− draught,

− the value of trim / pitch (automatic only availa-

ble with an additional gyro),

− the value of roll (automatic only available with

an additional gyro),

− the longitudinal and transverse speed,

− the strength and direction of current / wind.

2 Data for the model of the basin:

− current water level,

− sea State (simplified model),

− intensity of rainfall (automatic only with addi-

tional sensors),

− fog level (automatic only with additional sen-

sors).

Models with the actual data associated, create a

virtual interface that reflects the actual navigation-

maneuvering situation.

5 SYSTEM INTERFACE

The concept of an interface for the involves the im-

plementation of the following features (Fig. 9):

437

1 The main screen - a view from the bridge at the

centerline of the ship;

2 The navigation bar - the presentation of weather

and maneuvering information, with the option of

transfer to any location on the screen;

3 System Tray;

4 New camera button - a function that allows sim-

ultaneous viewing up to five places in the vicinity

of the ship,

5 Preview of added cameras – by clicking on the

thumbnails for the camera larger screen is ob-

tained.

Figure 9. Proposal of system interface (Own work).

One of the system’s novelty is function, that al-

lows to place the navigator at any point in space

around the vessel (including outside the vessel) to 5

virtual cameras simultaneously. With this option it is

achieved a full picture of the current navigational

situation regardless of weather conditions (Fig. 10)

Each newly-added camera has a thumbnail pre-

view at the bottom of the screen. At any time you

can zoom in on a miniature picture, placing it on the

screen as the larger windows (Windows® style). In

this mode, there is possibility to make moving, rotat-

ing, zooming each camera individually. Site selec-

tion is made on the two-dimensional map.

Figure 10. Additional cameras location – turning maneuver

(Own work).

The interface system is designed to faithfully re-

flect the actual navigation and maneuvering as much

possible in the virtual environment and, through its

innovative features to enhance the safety of the ship

maneuvers in a restricted area.

Verification of the graphic interface will undergo

a expert tests, in order to improve ergonomics of

reading and interpretation of shown information.,

6 CONCLUSION

The proposed decision support system will be devel-

oped to improve the safety and to optimize the ma-

neuvering in restricted areas. It was assumed that

non-autonomous methods will be used to its verifi-

cation with a fullmission bridge simulator, as well as

selected aspects will be examined in reality (with

m/s Navigator XXI).

In the future, the following tests, inter alia, are

expected to perform in configuration with and with-

out the proposed system:

− safety maneuver in different weather conditions -

safety lines,

− energy hull contact with the fender,

− optimize the number of given orders by a naviga-

tor,

− others.

Presented system has a development structure.

This means there is possibility to implement the

modern features such as: anti-collision system, plan-

ning and monitoring of virtual routes, automatic

measurement of the CPA to the berth, the prediction

power of contact with the fender, etc.

438

REFERENCES

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IMO Resolution MSC.252(83). 2007. Revised performance

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IMO MSC/Circ.982. 2000. Guidelines on ergonomic criteria

for bridge equipment and layout.

IMO SN/Cir. 243. 2004. Guidelines for the presentation of nav-

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IMO SN.1/Circ.274. 2008. Guidelines for the application of

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