SOPHISTICATED RADAR
Among the greatest beneficiaries of high-speed data technology are radar units with sophisticated radar scan programs. These include the STN Atlas Model 9600 series radar.

Utilizing the series 9600, along with like products, radar-overlaid sea charts with integrated track pilots permit route planning and navigation with automatic track control and simultaneous traffic monitoring for collision avoidance. By monitoring and display of navigation and ship operation functions the availability of accurate information in critical situations is unprecedented.
With the introduction of the GMDSS Global Maritime Distress and Safety System, it has become possible to assure quick and efficient aid to ships in distress. Compact, centrally located consoles, the STN Atlas DEBEG consoles are popular in this respect, incorporate all relevant communication equipment. Therefore, the master or pilot has, at his fingertips, all communication and navigation modalities. This includes, of course, access to all internal communication within the ship.

ECDIS
One example of high speed data transfer at work is ECDIS (Electronic Chart Display and Information Systems). In regulation 19 of the new Chapter V, IMO has come several steps closer to bringing the regulations in touch with reality by permitting ships with approved ECDIS to operate without carrying paper charts so long as they have an appropriate back up system, e.g. an independent ECDIS

DEALING WITH DISTRACTIONS
The downside to the flood of information available to a ship’s operator is that the possibility of distraction rises exponentially with the amount of data received. With various display screens competing for attention, VHFs blaring and the multitasking that’s necessary on any bridge, an operator’s attention could be in the wrong place at the wrong time, especially during crucial maneuvering or shallow water operations.

Of course, technology has the answer for that also. Kelvin Hughes’ trackball three-button control system is specifically designed so the operator can control various displays without removing his eyes from the particular task at hand. It’s particularly useful onboard fast ferries where the navigator has a control arm on his chair.

“The system really comes into its own, in situations where there are lots of people involved such as crew changes and shift changes aboard fast ferries and cruise ships,” says Kelvin Hughes spokesman Barry Morgan. “There is always a clear interface between the system and the operator and the design is such that operators quickly come to terms with the system.”

Kelvin Hughes is taking giant steps to make the bridge less complicated—such as introducing flat screen displays instead of the prevalent CRT (cathode ray tube).

“Most bridge radar displays are CRT and by the nature of the technology—cathode ray tubes themselves—the units are bulky and take up inordinate amounts of space,” Morgan says.

The nature of CRT technology also limits the size of the screen. Flat screen displays will allow bigger screens that are lighter, less bulky and that can be moved to different areas of the bridge or wing decks with less cabling, according to Morgan. Computer-generated flat screen displays allow for more efficient interfacing with other modalities, such as ECDIS, that are also computer based.
Flat screen technology is still evolving and is currently quite expensive with most applications being utilized by the military, Morgan added. But within the year Kelvin Hughes will have a line of flat screen displays that will offer all the benefits of the genre and be economically competitive with existing technology.

One great benefit of flat screen technology will be the availability of multifunctional displays. For instance; when a ship is berthed, display screens that at sea focused on radar and ECDIS displays, can be utilized for embarkation and cargo handling monitoring (when utilized aboard cruise and/or cargo ships), or as computer displays for any of the myriad of ship’s business functions.

MONITORING TECHNOLOGY
One of the main tasks of automation technology is to monitor technical systems and equipment on board the ships. The flexible utilization of alarm and monitoring systems as well as the system management on board not only tugs, container vessels and tankers but also highly sophisticated ferries and cruise liners are important components of today’s integrated bridge.
These ship control systems permit not only the monitoring and control of the ship’s operation, but cargo handling as well as all passenger-related systems. The onboard electrical network likewise requires comprehensive monitoring and control functions.

The STN Atlas Geamot remote control system is an example of available control and monitoring systems. For instance, the system is particularly applicable to the reliable and economic operation of main diesel engines, both in single and dual configurations with fixed and/or variable pitch propeller systems. Standardized serial interfaces for connection to the ship’s alarm and monitoring system enable the transmission of all operating, alarm and system conditions.

The modular hardware of the Geamot 40 M consists of several computers accommodated in a wall rack. Various computers for operation and process control as well as computer modules from the STN Atlas standard product range are also applied for monitoring and control functions. e Geamot computer via the bus system.

Speed control of the diesel engines is performed with an integrated electronic speed controller, enabling high-precision control even in the lower rpm-range. A back-up mode is provided which permits direct fuel injection setting without the electronic system. The engine order telegraph system and various additional indicators are implemented as independent systems in accordance with the needs of the ship. Basic functions such as automatic starting/stopping, reducing, emergency maneuvers and reversing are also computer controlled.

FREE STANDING PLANNING STATION
Another state-of-the-art freestanding planning, monitoring and reporting system for navigation and special vessel operation is the Kongsberg-Simrad Planning Station.

The basic system consists of a high speed CPU with a Windows-NT operating system, a high resolution display and an operator console.

The system is designed to integrate into a complete bridge control system. Included among its features are route and track planning, paintguard zones as well as the ability to retain a “history track” of previously traveled routes.

There are also various special application functions available, such as seismic surveying monitoring and planning system chart display (ECDIS), CD-ROM with vectored world-wide charts and IHO authorized S57/DX90 charts (when available).

The unit will meet IMO/IHO Performance Standard ECDIS (PS) and will also meet DnV, GL, DOT, ABS and BV requirements.

STEERING TECHNOLOGY
The modern bridge also requires more complex steering systems, especially, when multiple helm stations such as wing bridge installations are brought into play.

Raytheon’s Anschütz steering controls are among the more sophisticated systems available with approximately 10,000 ships worldwide using Raytheon’s NautoSteer product range.

Redundancy and the design ability to operate from remote stations, such as wing bridges, are a hallmark of NautoSteer. The basic components of the system are dual follow-up, dual non follow up and a combination of the two functions, all of which can be extended by remote steering stands.
During the steering process, the actual rudder angle can be checked on the rudder position indicator.
When utilizing the combination of systems (FU/Dual NFU), each of the two steering systems is able to control both pumps of the steering gear. Due to the redundant (dual) design of the non-follow-up controls, this system is the main steering control in this configuration .
In principle, all basic steering control systems (dual FU, dual NFU, dual FU/NFU) can be extended by remote steering stands.

The steering stands, e.g. bridge wings, are selected by a steering mode selector switch and by the electronic “Take-over system”

Some classification societies require a dual emergency control in the steering gear room. A separate change-over switch “bridge/steering gear” in the steering gear room as well as a dual FU tiller meet this task in connection with a steering repeater compass.

The change-over switch can be locked against unauthorized use. It electrically isolates the steering control in the steering gear room from all other steering controls on the bridge. This ensures galvanically separated operation.

WEATHER ROUTING
No matter how sophisticated a ship’s electronics and control systems are, the weather has the ability to affect any voyage. Real-time weather forecasting and routing has become an integral part of ship management. Various weather routing services give operators a competitive edge in making cost-effective voyages.

WNI Oceanroutes is an international marine information services company specializing in a wide spectrum of services ranging from weather routing services to onboard weather information and route guidance systems. It offers specialized consulting services for operations, as well as expert testimony and marine science engineering applications.

A charterer can arrange for WNI Oceanroutes to track a vessel and provide ETA reports to the operator based on the vessel’s reported performance and weather conditions. This service is particularly useful for independent verification of ETA’s when cargo delivery and other intermodal commitments require that all parties be made aware of actual arrival times. This modified reporting service may be upgraded to a weather routing service anytime during the voyage.
The company provides two-fold protection to chartered ship operators: (1) improving voyage performance and (2) providing conflict-resolution tools.
When conflicts arise due to poor vessel performance, WNI Oceanroutes provides operators with actual and reliable data that is particularly useful in substantiating speed and fuel consumption issues.
WNI Oceanroutes has launched a new web based Ocean Watch Service with its staff of 50 Global Weather Specialists which gives customers using the Internet, access to the following services:

*Weather routing services;
*Vessel tracking service;
*ORION onboard weather information and route guidance system;
*POLARIS weather information and fleet management system;
*Customized site forecasting service;
*Tow and rig forecasts;
*Lightering forecasts;
*Forensic meteorology;
*Studies and consulting.

The Standard Weather Routing Service is an advanced and comprehensive form of service. The Master receives the optimum route recommendations supported by accompanying weather forecasts and other operational information prior to departure.
Should the Master opt for another route, WNI will provide a route comparison of the two routes giving the Master the best possible information to make a well-informed decision.
WNI Oceanroutes’ Speed and Bunker Analyzes (SBA) can further calculate and include the actual time and fuel consumed during the voyage.

This ability is especially appreciated by inland pilots, ferry and tug and crewboat operators, who are most likely to experience rapid changes in depth, topography and traffic patterns.

A popular and up-to-date high-speed data transfer system is Furuno’s NavNet based on its Ethernet network. NavNet enables computer-assisted data transfer speeds between various electronic modalities to increase from 10 Megabits per second all the way to one Gigabit per second. This translates to the ability to add multiple displays at various positions throughout the vessel, all with the capability to relay the complete information as fed to the main server.

Because of high-speed data transfer capabilities and the ability for masses of information to be carried through relatively smallcross section cabling, installation and wiring of multiple displays is simplified.

Furuno’s NavNet as well as other high-speed data transfer systems are based on a data organizer and disseminator “black box”. In Furuno’s case, the Ethernet 10/100 base-T Hub. This device allows multiple devices to interconnect throughout the vessel and allows all information to be accessed via any display.

Tied in to Furuno’s NavNet is its NX-300 Paperless Navtex Receiver. This unit, which should be of particular interest to the “brown water” operator, audio alarms when it receives a warning message (navigation, weather or search and rescue), and transmits immediate knowledge of severe weather, sunken vessels, navigation hazards, extinguished or weak navigation lights and missing or damaged navigation aids. The typical range is 200-400 nautical miles from shore.

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