Maritime Navigation PDF

TITLE: BROWN VINTAGE WATERCOLOR CREATIVE PORTFOLIO PRESENTATION G1 Main Sections and Key Points: 1. ARPA (Automatic Radar Plotting Aids) o Definition: Assists maritime navigation by automating the tracking and plotting of vessels to enhance safety and collision avoid...

TITLE: BROWN VINTAGE WATERCOLOR CREATIVE PORTFOLIO PRESENTATION G1 Main Sections and Key Points: 1. ARPA (Automatic Radar Plotting Aids) o Definition: Assists maritime navigation by automating the tracking and plotting of vessels to enhance safety and collision avoidance. o History:  Developed to improve navigation safety.  Early systems appeared in the 1960s and evolved with microprocessors in the 1970s.  Now mandatory on large commercial ships, meeting IMO standards. o Benefits & Purpose  Prevent collisions by tracking vessel movements and predicting future positions.  Enhance situational awareness.  Assist in managing maritime traffic.  Instead of manually plotting the movements of other ships on the radar, ARPA automatically updates and displays this information, allowing the officer on watch to focus on decision-making rather than manual plotting. o Functions:  Automatic tracking of vessels.  Integrated with radar for real-time object detection.  Provides collision assessments like CPA (Closest Point of Approach).  Generates alarms and navigational recommendations. o ARPA Operation:  Manual Acquisition: The officer can manually select targets for tracking, which is particularly useful in crowded waters where not all radar echoes need to be tracked.  Automatic Acquisition: ARPA can automatically detect and track targets within a set radar range. o System Components: Radar scanner, transceiver, display. o IMO Requirements:  The International Maritime Organization (IMO) requires certain vessels to be equipped with ARPA under SOLAS (Safety of Life at Sea) Chapter V.   Vessels above certain tonnage (e.g., ships of 10,000 GT and upwards) are mandated to have ARPA installed to assist in safe navigation and collision avoidance. o Performance Standards:  IMO's Resolution A.823(19) specifies the performance standards for ARPA, ensuring that these systems provide reliable tracking and collision avoidance capabilities. 2. Marine Radar o Introduction: Detects objects (vessels, landmasses) at a distance to aid navigation in restricted visibility conditions. o Types of Radar:  S-band: Longer wavelength, better for large targets in poor weather.  X-band: Shorter wavelength, higher resolution for smaller targets but more affected by weather. o Relative Motion:  In Relative Motion Mode, the radar display shows the movement of other vessels relative to your own ship.  In this mode, your own vessel remains stationary at the center of the radar screen, while other vessels move around it based on their course and speed in relation to yours.  Key Feature: This mode helps in assessing the risk of collision because it shows how other ships are moving towards or away from your vessel. It is particularly useful in close-quarter situations.  Usage: Most commonly used when you are navigating in congested waters where you need to understand how other vessels are interacting with your path. o True Motion:  In True Motion Mode, both your ship and other vessels move on the radar display according to their actual movements over the ground.  The radar screen refreshes as your vessel moves, keeping the screen updated with both your position and that of surrounding ships.  Key Feature: This mode provides a more accurate representation of the actual navigation scenario, as it shows both your ship and other vessels moving in real- time.  Usage: This mode is ideal for open-sea navigation where you need a wider understanding of all the vessels' positions and how they are progressing over time.  o Purpose:  Helps in collision avoidance, identifying hazards, and search and rescue operations. o Functions:  Key components include the antenna, transmitter, receiver, and display.  Operates by sending and receiving radio waves to determine object positions. o IMO Radar Requirements:  IMO's Resolution A.823(19) specifies the performance standards for radar equipment, ensuring that radar systems provide reliable information for safe navigation. o SOLAS (Safety of Life at Sea) Regulations  Ships are required to have a properly functioning radar as per SOLAS Chapter V, which covers ship navigation and safety requirements. 3. ECDIS (Electronic Chart Display and Information System) o Introduction: Replaces traditional paper charts with real-time digital navigation, integrating GPS and other data. o History:  Standardized in 1995 by IMO.  Evolved to include features like GPS integration and advanced route planning. o Purpose:  Enhances navigational safety, operational efficiency, and regulatory compliance.  Used for route planning and avoiding hazards. o Functions:  GUI interface for displaying charts and data.  Integrates data from GPS, radar, and AIS (Automatic Identification System).  Chart management and real-time updates. o Route Planning and Monitoring:  ECDIS enables the creation of precise voyage plans, including waypoints, courses, and alternate routes.  During navigation, it continuously monitors the vessel’s progress along the planned route and issues alerts if the ship deviates from the planned path or approaches dangerous areas (e.g., shallow waters or obstacles).  o Real-time Positioning:  ECDIS integrates data from GPS and other positioning systems to display the ship’s exact position on the chart in real-time.  It also displays the ship’s heading, speed, and other vital information needed for accurate navigation. o ECDIS Display Modes:  North-Up Mode: The chart is always oriented with true north at the top of the display, regardless of the ship's course.  Head-Up Mode: The chart is oriented with the ship’s current heading at the top of the display, useful for intuitive real-time navigation.  Course-Up Mode: The chart is rotated to keep the ship’s course towards the top, helpful for monitoring the ship’s progress along the planned route. o Operational Benefits of ECDIS: 1. Reduced Workload 2. Enhanced Safety 3. Efficient Route Planning o SOLAS Requirements:  Under SOLAS (Safety of Life at Sea) Chapter V, certain categories of ships, including passenger ships and large cargo ships, are required to carry ECDIS. The implementation of ECDIS is part of the IMO’s mandatory carriage requirements for ships to ensure the safety of navigation. 4. Conclusions: o ARPA and ECDIS significantly improve modern maritime navigation, enhancing both safety and efficiency. o These systems are essential for preventing collisions, managing traffic, and ensuring compliance with international standards. PRESENTATION TITLE: VOYAGE DATA RECORDER (VDR), SPEED LOG, NAVTEX G2 Main Sections and Key Points: 1. Voyage Data Recorder (VDR)  Definition: Often called the "Black Boxes" of ships, VDR collects and stores vital data from key ship sensors for at least 30 days to aid in incident investigation.  Purpose: Secure and retrievable storage of navigational and operational data for accident investigation.  History: Adopted following serious maritime incidents in the 1980s and 1990s, including the MS Estonia disaster.  Operations: Involves power-on, configuration, automatic data recording, data retrieval, and regular maintenance.   IMO Regulation: Mandated by SOLAS Chapter V, ensuring safety in navigation. 2. Speed Log o Definition: Measures vessel speed relative to water (water reference) or seabed (ground reference). o History: Initially used by sailors who tied ropes with knots; modern versions include electromagnetic and Doppler speed logs. o Types:  Electromagnetic Speed Log: Measures water flow at the ship’s bottom to calculate speed.  Doppler Speed Log: Uses ultrasonic signals to measure speed relative to water currents. o Operation 1. Power On: Locate the power switch on the FM3000 unit and turn it on. The unit should initialize and display the main menu or status screen. 2. Installation: Ensure that the speed log transducer is properly installed and connected to the FM3000 unit according to the manufacturer's instructions. This typically involves mounting the transducer below the waterline and connecting it using a waterproof cable. 3. Configuration: If necessary, configure the FM3000's settings to match your vessel's specific requirements. This may include:  Setting the units of measurement (knots, miles per hour, etc.).  Configuring the alarm settings for speed limits or other conditions.  Adjusting the display settings (brightness, contrast, etc.). 4. Viewing Speed Data:  The FM3000 should display the current speed through the water. You can typically view this information on the main screen or by accessing specific menus. 5. Additional Features:  The FM3000 may offer additional features, such as: Built-in GPS for position and course information. Depth measurement. NMEA output for integration with other marine electronics. Alarm functions for speed limits or other conditions. 6. Maintenance: Regularly check the transducer for any damage or fouling. Clean the transducer as needed to ensure accurate readings. Follow the manufacturer's recommendations for routine maintenance of the FM3000 unit. o IMO Regulation: SOLAS Chapter V Regulation 19 requires speed logs for passenger ships and vessels over 300 gross tons.  3. NAVTEX (Navigational Telex) o Definition: A critical tool for broadcasting Marine Safety Information (MSI) under the Global Maritime Distress and Safety System (GMDSS). o Purpose: Streamlines the delivery of weather forecasts, navigational warnings, and search-and-rescue alerts. o History: Developed in the 1970s, adopted into GMDSS in 1988, and now widely used globally. o Operations: Involves powering on, selecting appropriate channels, tuning, and receiving/storing messages. o IMO Regulation: SOLAS regulation IV/12.2 mandates the use of NAVTEX for broadcasting maritime safety information. PRESENTATION TITLLE: HELM AUTOPILOT OVERVIEW G3 1. HELM AUTOPILOT o Definition: Automatically steers vessels, reducing human error and workload by maintaining course. o History:  1912: First autopilot by Elmer Sperry, used gyroscopes.  1970s: GPS integration improved precision.  Today: Integrates with advanced sensors, offers route tracking, and weather routing. o Types:  PID Controller: Adjusts heading to maintain the desired course.  Auto-Adaptive Steering: Adjusts based on changing conditions (weather, load). o Key Components:  Main Steering Control Unit: Brain of the system, processes heading info.  Gyrocompass: Provides accurate heading data.  Course Selector: Input for desired course.  Rudder: Controls vessel direction.  Solenoid valve: the solenoid valve controls the hydraulic pressure to the steering gear, thus moving the rudder.  Feedback Sensors: Monitor rudder position for precise control.   Rudder angle indicator: This is a device that displays the current angle of the rudder.  Steering gear system: The steering gear executes the commands received via the solenoid valve, adjusting the rudder’s position to achieve the desired course. o Benefits:  Course Holding: Maintains steady heading.  Route Following: Automatically follows pre-programmed routes.  Workload Reduction: Minimizes manual adjustments.  Safety: Assists in collision avoidance when integrated with navigation aids. o Necessity of Using Helm Autopilot  Reduced Workload: Allows crew members to focus on other critical tasks, improving overall operational efficiency.  Increased Accuracy: Enhances the precision of navigation, which is crucial for avoiding hazards and following specific routes.  Improved Safety: Minimizes human error and fatigue, which can be significant factors in maritime accidents.  Cost-Effective: Reduces the need for continuous manual steering, which can be beneficial for long voyages and commercial operations. o Regulations:  IMCO Resolution 4.342(IX): Specifies performance standards for autopilot systems. 2. STEERING CONTROL SYSTEM OVERVIEW o Definition: Controls vessel direction via helm, steering gear, and autopilot. Can operate manually or automatically. o History:  19th Century: Steering wheels and mechanical linkages.  1900s: Hydraulic systems for easier steering.  Modern Era: Computerized systems with autopilot integration. o Key Components:  Steering Wheel (Helm): Manual control.  Steering Gear: Mechanism moving the rudder.  Autopilot System: Automates steering based on pre-set courses or heading.  Power Supply: Hydraulic or electric power and generators to provide buck up power.   Feedback Mechanisms: Provide real-time data on the steering system’s performance.  Steering Control Consoles: Interface used by the operator to control and monitor the steering system. Includes controls for manual and automatic steering, as well as indicators and alarms.  Rudder: Main control surface for direction changes.  Steering Gear Compartment: The physical space where the steering gear and related equipment are housed. Ensures the gear operates correctly and safely.  Emergency Steering System: A backup system used if the main steering system fails. This can include manual steering arrangements or alternative power sources. o Types of steering control system:  Manual Control Systems: Operated by a helmsman, relying on hydraulic or mechanical linkages to move the rudder.  Automatic Control Systems: Integrated with autopilot for hands-off steering o Steering Modes:  Autopilot: Automatically follows a preset course.  Non-Follow-Up (NFU): Total manual control.  Follow-Up: Locks the rudder at a set angle. o Operational Procedures: 1. Pre-operation checks (equipment, fluid levels). 2. Switch between manual and autopilot modes smoothly. 3. Post-operation checks and documentation. o The primary purpose of the steering control system is to: 1. Navigate the Ship: Ensure the ship follows the desired course. 2. Maneuvering: Assist in docking, undocking, and navigating through tight spaces. 3. Safety: Prevent collisions and ensure the ship can respond effectively to navigational hazards. 4. Efficiency: Optimize the ship's route for fuel efficiency and time management. o Regulations:  SOLAS Chapter II-1 Regulation 29: Steering gears must have a manual backup and periodic testing. PRESENTATION TITLLE: REVIEW OF THE PRESENTATION ON ECHO SOUNDERS AND THE AUTOMATIC IDENTIFICATION SYSTEM (AIS) G4 Introduction: The presentation provides a comprehensive overview of the history, functionality, and importance of Echo Sounders and the Automatic Identification System (AIS) in maritime navigation. 1. ECHO SOUNDERS o Functionality:  Measures the speed of sound in water.  Detects and measures the depth of underwater objects or the seafloor. o History:  Development began in the 1920s, with advancements during World War II for submarine navigation.  The British Admiralty played a crucial role in early development.  Over time, advancements have led to increased accuracy and reliability. o Operation:  Power On: Locate the power switch on the unit and turn it on.  Adjust Brightness and Contrast: Use the on-screen controls or physical buttons to adjust the screen's brightness and contrast for optimal viewing.’  Select Mode: Choose the desired mode (e.g., fish finder, bottom finder, depth mode) using the on-screen menu or buttons.  Set Depth Range: Adjust the depth range to match your current fishing conditions. This will determine how much of the water column is displayed.  Adjust Sensitivity: The sensitivity setting controls how well the unit detects fish and other underwater objects. Adjust it based on the clarity of the water and the size of the fish you're targeting.  Interpret the Display: The display will show a vertical section of the water column. Fish will appear as arches or blips, while the bottom of the water will be represented by a solid line.  Identify Fish and Bottom Structure: Use your knowledge of fish behavior and underwater topography to interpret the display. Look for arches that  correspond to fish and changes in the bottom line that indicate features like reefs or wrecks.  Mark Waypoints: If you find a promising fishing spot, mark it as a waypoint for future reference. This can be done using the on-screen controls or a connected GPS device. o Components:  Transducer: Emits sound waves and receives echoes.  Transmitter: This component generates the electrical signal that powers the transducer to emit sound waves.  Receiver: This part receives the returning echoes from the transducer and converts them into electrical signals  Processor: Analyzes signals to determine depth.  Display: Presents depth information visually.  Power Supply: This provides the necessary power for the entire echo sounder system.  Cable: This connects the transducer to the main unit of the echo sounder. o Benefits:  Enhances safety by preventing groundings in shallow waters.  Increases efficiency in routing and fuel use.  Aids in creating detailed bathymetric maps. o Applications of Echo Sounders:  Navigation: Avoiding hazards and optimizing vessel routing.  Fisheries: Identifying fish schools and seafloor features.  Archaeology: Locating and mapping submerged historical sites.  Surveying: Detailed mapping of the seafloor and underwater terrain. o Types of Echo Sounders:  Single Beam: Measures depth at a single point.  Multi-Beam: Provides detailed bathymetric data.  Side-Scan: Produces high-resolution images of the seafloor. o IMO Reg:  SOLAS regulation V/20: Echo sounders shall be fitted aboard all ships specified in the regulation 2. Automatic Identification System (AIS) o History  Developed in the early 1990s by the IMO to enhance maritime safety and reduce collisions.  Became widely adopted by shipping companies in the early 2000s. o While there is no single "creator" of AIS, several key contributors include:  IMO Working Groups: The IMO convened working groups to establish the technical specifications and requirements for AIS equipment.  Industry Participants: Shipping companies, equipment manufacturers, and regulatory authorities contributed to the development and implementation of AIS.  Research Institutions: Research institutions and universities conducted research and developed new applications for AIS. o Functionality:  A maritime tracking system that automatically exchanges identification, position, course, and speed data among vessels. o AIS Data and Information:  Vessel Details: AIS provides information on a ship's identity, type, size, and other characteristics.  Positioning: AIS continuously transmits a vessel's real-time location, course, and speed.  Communications: AIS enables two-way data exchange between ships and shore- based systems.  Alerts: AIS can generate warnings about potential collisions or other hazards. o Operation of AIS: 1. Power On: Locate the power switch on the unit and turn it on. 2. Basic Setup: Configure the unit's basic settings, such as vessel name, call sign, Maritime Mobile Service Identity (MMSI) number, and position reporting interval. These settings are typically found in the main menu or settings section. 3. Select Display Mode: Choose the desired display mode, which might include a map view, a tabular list of nearby vessels, or a combination of both. 4. Adjust Display Settings: Customize the display settings to your preferences such as changing the color scheme, adjusting the size of icons, or enabling or disabling specific information fields. 5. Monitor Other Vessels:  The AIS unit will automatically detect and display information about other vessels in the area.  This information typically includes the vessel's name, call sign, MMSI number, position, course, speed, and heading. 6. Check for Collision Warnings:   The AIS unit may have built-in collision avoidance features that can alert you if another vessel is on a collision course. Pay attention to any warnings or alarms that may appear on the display. 7. Use Tracking Features:  Some AIS units allow you to track specific vessels or set up virtual fences to monitor vessel movements in certain areas. 8. Transmit Your Own AIS Data:  Ensure that your vessel's AIS transmitter is enabled and transmitting the correct information.  This allows other vessels to see your position and information on their AIS displays. o Benefits of Using AIS: 1. Improved Safety: AIS helps mariners monitor and avoid potential collisions. 2. Enhanced Efficiency: AIS data supports better route planning and traffic management. 3. Increased Visibility: AIS provides comprehensive vessel tracking and identification. o IMO Regulations and AIS:  AIS is SOLAS regulation V/19: AIS shall be fitted aboard all ships specified in the regulation TITLE: A COMPARATIVE ANALYSIS OF GLOBAL NAVIGATION SYSTEMS G5 1. Electric Position Fixing System (EPFS): o Historical Background:  Early navigation methods such as celestial navigation and triangulation were used before radio waves became a reliable tool for determining position.  In the late 19th century, experiments with radio waves led to the creation of systems like EPFS, which became modernized over time. o Purpose:  EPFS provides automatic, continuous updates on a vessel’s position using terrestrial signals from ground-based stations.  It is commonly used for determining ship locations with reasonable accuracy, although it has limitations compared to satellite-based systems like GPS. o Operation:  Power On: The EPFS device is powered on, and satellite connections are established.  Satellite Acquisition: Once the device connects with enough satellites, it starts calculating the position.  Displaying Data: The position information is displayed, including latitude, longitude, and altitude.  Data Output: The EPFS can transmit position data to other devices and may include auxiliary functions like mapping, tracking, and navigation.  o Regulations:  The IMO established operational standards for EPFS under Resolution A.577 (14), ensuring that member governments maintain compliance for safe maritime navigation. 2. Global Positioning System (GPS): o Historical Background:  Developed by the U.S. Department of Defense in the 1960s to improve military navigation. The concept was influenced by early satellite systems like the Navy’s TRANSIT system.  The U.S. DoD formally initiated the development of GPS in 1973 with the goal of creating a global, highly accurate navigation system.  The first GPS satellite was launched in 1978. In the 1980s, GPS became operational for military use, and in the 1990s, it was made available for civilian applications.  Roger L. Easton: Often credited as the "father of GPS," he developed the concept of using satellite signals for precise positioning.  Ivan A. Getting: A key figure in the development of GPS technology, contributing significantly to the system's design and implementation.  Bradford Parkinson: Served as the program manager for the GPS project and is often referred to as the "architect of GPS." o Purpose:  Provides fast, accurate positioning, time, and speed information globally in all weather conditions.  Essential for maritime operations, cargo tracking, oceanographic research, and vessel management. o Operation:  Power On and Satellite Acquisition: GPS devices connect with at least four satellites to calculate a precise position.  Navigation and Tracking: The system continuously provides real-time position data, helping with route planning and efficient traffic management.  Auxiliary Functions: Includes additional functions like tracking, waypoint creation, and route navigation. o Regulations:  The IMO established the performance standards for shipborne GPS receivers under Resolution MSC.112(73), which sets criteria for accuracy, reliability, and installation protocols. 3. Differential GPS (DGPS): o Historical Background:  DGPS was developed in the early 1990s to address the limitations of standard GPS. By using ground-based reference stations, DGPS enhances the accuracy of GPS signals.  It quickly gained popularity in the maritime industry for tasks that require high- precision navigation, such as hydrographic surveys and port operations. o Purpose:  Improves the accuracy of standard GPS by correcting errors caused by factors such as atmospheric interference and satellite orbit errors.  Especially useful for coastal navigation, harbor operations, and offshore activities that require high precision. o Operation: 1. Power On and Initialize:  Power Button: Locate the power button on the DGPS receiver and press it to turn it on.  Wait: Wait for the device to initialize and acquire satellite signals. This may take a few minutes, especially if you're in a location with limited satellite visibility. 2. Set Ship Data:  Menu Button: Access the device's menu using the "Menu" or "Settings" button.  Vessel Data: Navigate to the "Vessel Data" or "Ship Settings" option.  Enter Data: Input your ship's information, such as vessel type, length, width, and draft. 3. Select DGPS Mode:  Menu Button: Access the device's menu.  DGPS Settings: Navigate to the "DGPS" or "System Settings" option.  Select Mode: Choose the appropriate DGPS mode, such as differential correction or real-time kinematic (RTK). 4. Chart Selection:  Chart Menu: Locate the "Chart" or "Maps" button and press it.  Load Chart: Select the "Load Chart" or "Import Chart" option.  Choose Chart: Browse through your available charts and select the appropriate one for your current location. 5. Navigation Mode:  Navigation Button: Locate the "Navigation" or "Guide" button and press it to activate navigation mode. 6. Course and Speed:  Display: The DGPS receiver will display the current course and speed on the screen. 7. Position:  Display: The DGPS receiver will display your ship's position based on the received signals and corrections. 8. DGPS Signal:  Signal Indicator: The device may have a signal strength indicator to show the quality of the DGPS signal. 9. Correction Data:  Data Source: Ensure your DGPS receiver is receiving correction data from a reliable source, such as a ground-based reference station.  o Regulations:  The IMO's Resolution MSC.114(73) specifies performance standards for DGPS systems, including their accuracy, signal correction capabilities, and compatibility with other onboard systems. 4. Loran-C System: o Historical Background:  Developed during World War II by Alfred Lee Loomis as a long-range navigation system for military ships and aircraft.  The first Loran-C system was installed on the U.S. East Coast in 1957.  The system was further developed post-WWII by companies like Sperry Gyroscope and Jansky & Bailey under U.S. Coast Guard supervision.  Loran-C became widely adopted in the 1950s and 60s for civilian and military purposes.  By the 1990s, the introduction of GPS challenged Loran-C's dominance, but it remains in use in specific areas as a backup system. o Purpose:  Provides long-range navigation capabilities, especially in areas with limited satellite coverage.  Used to determine the location of ships and aircraft with moderate accuracy.  Although less accurate than GPS, Loran-C offers reliability over long distances and is still considered useful in some regions as a secondary system. o Operation:  Power On and Initialize: The device needs to be powered on and must acquire the Loran-C signal.  Set Ship Data: Input ship-related data (e.g., vessel type, length, and width) into the system.  Select Loran-C Chain: Choose the appropriate Loran-C chain based on the location.  Navigation Mode: Displays the ship's course, speed, and location.  Signal Indicator: Loran-C devices feature a signal strength indicator to show the quality of the Loran-C signal being received. o Regulations:  The IMO (International Maritime Organization) sets performance standards for shipborne Loran-C and Chayka receivers. The standards are detailed in Resolution A.818(19), which was adopted on November 23, 1995. 5. eLoran System: o Historical Background:  Developed in the 1990s as an enhancement to Loran-C due to growing concerns over the vulnerability of GPS to jamming or interference.  The U.S. Coast Guard and the Federal Aviation Administration led the modernization program that resulted in eLoran, focusing on improved accuracy and reliability.  By the early 2000s, eLoran was tested and deployed as an alternative to satellite-based systems.  o Purpose:  Provides high positioning accuracy (±8 meters) using the same infrastructure as Loran-C.  Transmits auxiliary data, including Differential GPS (DGPS) corrections and data integrity checks to prevent spoofing.  Serves as a resilient backup to GPS in case of satellite signal disruptions. o Operation:  Power On and Initialize: Similar to Loran-C, the eLoran system is powered on, and the receiver acquires the signal.  Set Ship Data: Input the ship’s data into the system.  Select eLoran Chain: Choose the correct eLoran chain for the specific geographic area.  Navigation Mode: The system displays the ship’s course, speed, and position.  Signal Strength Indicator: A signal quality indicator shows the strength of the eLoran signal being received. o Regulations:  The IMO’s MSC.1/Circ.1575 guideline sets standards for shipborne position, navigation, and timing (PNT) data processing, including eLoran systems. This ensures compatibility with other navigation systems such as AIS (Automatic Identification System) and ECDIS (Electronic Chart Display and Information Systems). 6. Global Navigation Satellite System (GLONASS): o Historical Background:  1976: GLONASS was initiated by the Soviet Union in 1976 as a satellite-based global navigation system.  1982: Launch of the first GLONASS satellite begins.  The system faced delays due to economic difficulties in the 1990s but was prioritized by the Russian government in 2001.  2011: GLONASS achieved full global coverage with a constellation of 24 satellites.  2023: Launch of GLONASS-K2, the latest satellite model. o Purpose:  Provides global navigation services similar to GPS, offering location and timing data for both military and civilian use.  Commonly used in Russia and is integrated with other GNSS (Global Navigation Satellite Systems) to improve accuracy and reliability. o Operation:   Power On and Initialize: The receiver acquires signals from multiple GLONASS satellites.  Position Calculation: It uses at least four satellite signals to triangulate the precise location of the vessel.  Integration: Often used together with GPS to enhance positioning accuracy. o Regulations:  The IMO’s Resolution MSC.53(66) outlines the performance standards for shipborne GLONASS receivers, ensuring they meet safety and accuracy requirements. 7. Galileo System: o Historical Background:  1980s: The European Space Agency (ESA) begins initial studies on a European satellite navigation system.  2003: The first Galileo test satellite is launched.  2016: After numerous delays and budget issues, the full Galileo constellation became operational in 2016 with 24 satellites. o Purpose:  Offers highly accurate and reliable geolocation services, with accuracy up to 1 meter, surpassing the precision of GPS.  Used in maritime operations, scientific research, and various industries such as aviation, agriculture, and transportation. o Operation:  Satellite Acquisition: The Galileo receiver acquires signals from its constellation of satellites to determine the ship’s position.  Navigation and Tracking: Integrated with navigation systems like ECDIS and autopilot, the system provides real-time positioning and enhances the accuracy of maritime navigation.  Applications: Galileo is used in multiple industries and is capable of providing continuous global coverage. o Regulations:  The IMO’s Resolution MSC.233(82) specifies the performance standards for shipborne Galileo receivers, ensuring they meet maritime safety and functionality requirements. BRIDGE NAVIGATION WATCH ALARM SYSTEM, INTEGRATED BRIDGE SYSTEM, GLOBAL MARITIME DISTRESS & SAFETY SYSTEM G7 Objectives Understand the history and evolution of BNWAS, IBS, and GMDSS. Define each system and explain their key roles in modern maritime communication.  Gain practical knowledge of how these systems are used and their purpose. Develop the ability to effectively utilize BNWAS, IBS, and GMDSS in real-world scenarios. Bridge Navigation Watch System Overview Bridge Navigation Watch Alarm System The BNWAS 150 system is designed for use on a vessel’s navigation bridge. The remote alarm sounders cover key locations such as the officer cabins, mess area, and ship’s office. Reset devices can be used on the bridge wings. The display control and monitoring equipment is to be installed in protected areas inside the bridge. Bridge Navigation Watch Alarm System BNWAS is a monitoring and alarm system which notifies other navigational officers or the master of the ship if the officer on watch (OOW) does not respond or is incapable of performing the watch duties efficiently, which can lead to maritime accidents. History Proposed by Danish Bahamas Flags at IMO. Adopted by IMO in June 2009. Submission after a vessel collided with a road bridge in Danish waters. Denmark Flag has this requirement for their vessels. For ships of 150 gross tonnage and above, constructed on or after 1 July 2011, BNWAS was required. Purpose The Bridge Navigational Watch Alarm System (BNWAS) is designed to prevent marine accidents by monitoring bridge activity and detecting potential operator errors or incapacitation. It uses sensors and algorithms to identify unusual behavior, alerting the crew to intervene before a situation becomes dangerous. BNWAS 150 Controls and Functions The BNWAS X150-D Display Control Panel is the user interface and display for the BNWAS 150. The display control panel is to be mounted at a suitable location within the ship bridge, preferably where the watch officer is expected to be stationed during normal on-watch operations. The key switch has two positions, which change the function of the tactile buttons: 1. RUN – Normal operation position where the system monitors all sensor inputs. 2. SETUP – To set the ‘Operational Mode’ and adjust the timing parameters. X150-RI Illuminated Reset Pushbutton The RI-150 reset pushbutton unit can be used to reset the BNWAS system’s timer before or during the 1st stage alarm. The RE-150 unit performs the same function but also has an audible alarm, making it ideal for use on the bridge wings. Alarm Sounders (150-SD, 150-SB) The X150-SD alarm sounders are used for the 2nd or 3rd stage alarms and have adjustable volume between 85 and 105dB. The X150-SB performs the same function but also has a highly visible LED indication. Software Setup and Operation Switching On The BNWAS 150 – SETUP Menu The SETUP mode allows the user to access the SETUP MENU and customize the timing parameters within the BNWAS 150 menus. To enter the SETUP mode, insert the key and turn it clockwise to SET UP. In the SETUP menu, you can step sequentially through the three different modes of operation by pressing the SELECT button: ON – The system functions as per the set timing parameters. OFF – The system operation is inhibited, but the Emergency Call function remains operational. AUTO – The system functions as per the ON mode when the autopilot signal is active. Watch Officer Alarm System DORMANT – Adjustable between 3-12 minutes in 1-minute increments. PRE WARNING – If the officer doesn't interact with the system, visual alarms activate on the Main Alarm Panel, Timer Reset Panel, and optional Flash Beacon after 15 seconds. 1st WARNING – If the pre warning is ignored, audible alarms join the visual alarms on the Main Alarm Panel and Timer Reset Panel after 15 seconds. 2nd WARNING – If the 1st Stage is ignored, the system transmits the alarm to selected cabin panels in the designated backup officer's and/or captain's rooms, as well as public rooms. REMOTE RESETS – If the alarm remains unacknowledged, it is transmitted to all cabin panels. EMERGENCY CALL AND CABIN CALL – BNWAS 150 has an Officer Call configurable in up to 5 officer cabins within the menu. Regulation for BNWAS SOLAS Chapter V Regulation 19 states: Cargo ships of 150 gross tonnage and upwards and passenger ships, irrespective of size, constructed on or after 1 July 2011. Passenger ships irrespective of size were constructed before 1 July 2011, not later than the first survey after 1 July 2012. Cargo ships of 3,000 gross tonnage and upwards were constructed before 1 July 2011, not later than the first survey after 1 July 2012. Cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first safety survey after 1 July 2013. Cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 July 2014. A BNWAS installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the organization, at the discretion of the Administration. Conclusion In conclusion, the Bridge Navigational Watch Alarm System (BNWAS) plays an essential role in enhancing maritime safety by ensuring the officer on watch remains attentive and alert. The system operates by requiring periodic interaction from the officer, typically through a reset button or motion sensor. If the officer fails to reset the system within a designated time, visual and audible alarms activate, escalating to alert other crew members if necessary. The primary purpose of BNWAS is to prevent accidents caused by inattention, fatigue, or incapacitation of the watch officer, thus maintaining the safe operation of the vessel. Integrated with bridge equipment, the system ensures continuous monitoring and supports effective response in emergency situations. Overall, BNWAS is a vital safety tool that helps mitigate human error and enhances the reliability of ship operations. Integrated Bridge System Overview The Integrated Bridge System (IBS) is a maritime technology designed to enhance the efficiency and safety of vessel operations by integrating key navigation, communication, machinery control, and safety systems into a unified platform. This system improves situational awareness, streamlines decision- making, and reduces human error by centralizing control and monitoring on the ship's bridge. IBS plays a crucial role in modern ship management by optimizing operational workflows and ensuring compliance with international maritime safety standards. Integrated Bridge System The Integrated Bridge System (IBS) is a kind of navigation management system that links other systems to provide all the details pertaining to a ship’s navigation in one place. Not all ships have the same type of IBS; it varies according to the ship's bridge design, the equipment used, and the general layout of the bridge equipment. The Wartsila Encyclopaedia defines IBS as "A series of interconnected and closely grouped screens and modules allowing centralized access to navigational, propulsion, control, and monitoring information. The aim of IBS is to increase safety and efficiency in ship management by qualified personnel." History 1960s-1970s: Early development of electronic navigation systems began, laying the groundwork for future integration. 1980s: Automation and electronic chart displays marked the first steps toward integrating ship systems. 1990s: Full integration of navigation, communication, and control systems became possible with the introduction of IBS in commercial vessels.  2000s: IBS became widely adopted, driven by increased safety standards and international regulations, such as those from the International Maritime Organization (IMO). Present: Modern IBS systems incorporate advanced technologies, such as real-time data integration, automation, and enhanced user interfaces, to meet the demands of increasingly complex maritime operations. Purpose 1. Centralized Control and Monitoring IBS combines various shipboard systems into a single, user-friendly interface, allowing the Officer of the Watch (OOW) to access and control multiple functions from one location. 2. Navigation IBS integrated navigation systems like GPS, radar, Electronic Chart Display and Information Systems (ECDIS), gyrocompass, and autopilot, providing a comprehensive overview of the ship's position, speed, course, and surrounding environment. 3. Propulsion Control IBS can be connected to the ship's engines and thrusters, enabling the OOW to control speed and direction, including automated speed and course control. 4. Cargo Operations IBS can be integrated with cargo handling systems, providing the OOW with information on cargo loading, unloading, and management. 5. Communication IBS integrated communication systems like VHF radios, satellite phones, and email, facilitating communication with other vessels and shore-based facilities. 6. Safety and Security IBS incorporates safety features like collision avoidance systems, Automatic Identification Systems (AIS), and emergency shutdown procedures. It also provides alarms and notifications to alert the OOW to potential hazards. 7. Machinery Control IBS can monitor and control various machinery systems, including the main engine, auxiliary engines, steering gear, and power distribution. Regulation for IBS The revised SOLAS Chapter V adopted in December 2000 and entering into force in July 2002 states in Regulation 19: Integrated bridge systems shall be arranged so that failure of one sub-system is brought to the 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 navigation system, it shall be possible to operate each other individual item of equipment or part of the system separately. Conclusion The Integrated Bridge System (IBS) is a significant advancement in maritime navigation, providing a comprehensive and integrated approach to ship operations. By centralizing control, enhancing safety features, and improving efficiency, IBS plays a crucial role in modern maritime safety and navigation. Global Maritime Distress and Safety System (GMDSS) Overview The Global Maritime Distress and Safety System (GMDSS) is the internationally agreed-upon set of safety procedures, types of equipment, and communication protocols used to increase safety and make it easier to rescue all distressed ships, boats, and aircraft. Global Maritime Distress and Safety System GMDSS is a worldwide communications system used in the maritime sector to ensure the safety of ships and sailors in the event of an emergency. The system enables ships to communicate quickly and efficiently with the appropriate authorities in distress or danger situations. History Before the advent of GMDSS, ships relied on Morse code for distress and safety communications, which required skilled radio operators and manual intervention. This method was unreliable, especially in harsh weather conditions or remote areas. The sinking of the RMS Titanic in 1912 highlighted the need for improved maritime safety communications. In the 1960s, the IMO recognized the potential of satellites for search and rescue operations at sea. In 1976, the International Maritime Satellite Organization (Inmarsat) was established to provide emergency maritime communications. In 1988, IMO member states adopted the basic requirements of GMDSS as part of SOLAS. The system was phased in from 1992 onwards and fully implemented in February 1999. Purpose The Global Maritime Distress and Safety System (GMDSS) serves as a vital safety net for maritime operations, ensuring swift and effective responses to emergencies at sea. Its primary purpose is to prevent unanswered distress calls and delays in search and rescue actions when distress situations occur. GMDSS guarantees that any emergency at sea will result in a distress call, and the response will be immediate and effective. Objectives of GMDSS  1. Automated Distress Alerting – The system automatically transmits distress alerts to shore-based rescue coordination centers, ensuring a rapid response even when a radio operator cannot manually send a distress call. 2. Precise Location Determination – EPIRBs and SAR equipment provide accurate location data, enabling rescue teams to efficiently locate and reach vessels in distress. 3. Proactive Safety Information – Maritime Safety Information (MSI) broadcasts enable mariners to receive critical safety information such as weather warnings, navigational hazards, and search and rescue notices, helping them avoid potential dangers and navigate safely. 4. Enhanced Communication Capabilities – GMDSS provides multiple communication channels, including satellite communication, for reliable and timely communication between ships and shore stations, even in remote areas. GMDSS Components 1. VHF (Very High Frequency) Radios – Used for short-range communication, essential for ship-to- ship and ship-to-shore communication. 2. MF/HF (Medium and High Frequency) Radios – Used for long-range communication, providing coverage over greater distances, vital for remote area communication. 3. Search and Rescue Transponder (SART) – Radar-based device that assists in the detection and location of survival craft or distressed vessels. 4. Emergency Position Indicating Radio Beacon (EPIRB) – A distress alerting device used to transmit distress signals in emergency situations, helping rescuers locate a ship in distress by providing its position. 5. NAVTEX (Navigational Telex) – Provides navigational and meteorological warnings, forecasts, and other critical information to ships. 6. INMARSAT or Iridium Satellite Communication Systems – These satellite communication systems allow ships to establish communication with shore authorities, other ships, and rescue coordination centers in remote areas where terrestrial communication is limited. GMDSS Operation 1. Step 1: Distress Signal ○ A ship in distress can activate various distress signals such as EPIRB, SART, Radiophone, DSC (Digital Selective Calling), or NBDP (Narrow-band Direct Printing). 2. Step 2: Relaying the Signal ○ Distress signals are received and relayed to the relevant rescue coordination centers by patrol vessels, VHF coast radio stations, or NAVTEX systems. 3. Step 3: Coordination and Rescue ○ Regional Rescue Coordination Centers receive the distress alerts and coordinate the rescue effort within a specific region. 4. Step 4: Rescue Operation ○ Based on the received information, rescue coordination centers dispatch vessels and aircraft to the distress location. The rescue operation is coordinated to ensure a swift and effective response. Regulation for GMDSS The International Convention for the Safety of Life at Sea (SOLAS) sets the rules for GMDSS. SOLAS Chapter IV requires that all ships on international voyages must have certain GMDSS equipment and procedures in place, including: Distress signals like EPIRB, DSC, and Inmarsat C. Receiving alerts from shore using DSC or NAVTEX. Ship-to-ship communications using VHF Channel 13 and DSC. Systems for general communication for official and personal use. Bridge-to-bridge communication systems. Communication with search and rescue teams using NAVTEX, HF/MF/VHF, or Inmarsat. Equipment for maritime distress operations like radar. Ability to receive maritime safety information via NAVTEX and DSC. Conclusion The Global Maritime Distress and Safety System (GMDSS) has revolutionized maritime safety by providing a robust and comprehensive system for distress alerting, location determination, communication, and safety information dissemination. Its implementation has resulted in a substantial reduction in unanswered distress calls and improved response times to maritime emergencies, ultimately saving lives and protecting property at sea. As technology continues to advance, GMDSS remains a cornerstone of maritime safety, ensuring that vessels can communicate, respond, and navigate effectively in the ever- changing and sometimes perilous conditions of the open seas.