FASS WP3 FINAL REPORT OPERATIONAL PROCEDURES CONTRACT NUMBER : WA 97 SC

Transcription

1 Final Report WP 3 FASS Page 1 /64 FASS WP3 FINAL REPORT OPERATIONAL PROCEDURES CONTRACT NUMBER : WA 97 SC 2206

2 Final Report WP 3 FASS Page 2 /64 Distribution list J. Huignard SODENA A. Deverre SODENA C. Glansdorp MARAN V. Bonifacio SINDEL M. Huther B.V. J. Pruniéras IFN J. Carbajosa CETEMAR M. Martin D.E. J. Froese ISSUS A. Schlewing EC DG Transport A. Stimpson EC DG Transport

3 Final Report WP 3 FASS Page 3 /64 Table of contents 0. INTRODUCTION OPERATIONAL PROCEDURES ANALYSIS (SWP 3.1) Requirements of specific performance criteria for fast ship navigational equipment (Task3.1.1) Control of position Control of course Control of speed Synchronisation of time Minimising the effect of the environment on ship s behaviour General view on the functions described and conclusion Bridge navigation equipment and functions of navigation and manoeuvring... 7 Bibliography Operational procedures definition (Task 3.1.2) Definition of the term procedure Purpose of operational procedures Comparison between fast ships and conventional ships Procedures Procedures for own ship key operations Procedures to respond to own ship emergencies Procedures to respond to foreign ship emergencies ASSESSMENT OF FEASIBILITY AND EFFICIENCY OF PROPOSED OPERATIONAL PROCEDURES (SWP 3.2) Scenario design (Task 3.2.1) Implementation of scenarios (Task 3.2.2) Performance of simulation runs (Task 3.2.3) Performance and testing Assessment by a team of experts The meeting and its events Assessment results List of handouts PROCEDURES ASSESSMENT REPORT (SWP 3.3) ANNEX 1 List of scenarios and scenario descriptions... 55

4 Final Report WP 3 FASS Page 4 /64 0. INTRODUCTION This Workpackage deals with operational procedures for the navigation of fast ships. Basis for the development of procedures is WP 2.1 Assessment of Navigation risk. In WP 2.1 the functional analysis of the HSC Navigation System is done in a very general way by means of Formal Safety Assessment (FSA) and Failure Mode, Effects and Criticality Analysis (FMECA). The main navigational risks in general are Collision with other ships Contacts to obstacles, fixed or floating, not manoeuvrable Grounding Problems caused by environmental, meteorological conditions The reduction of these risks is the main objective of the project Fast Ships Safety. In this work package we will investigate if operational procedures are means to improve the safety of fast ships. The WP 3 is divided in 3 Sub Work Packages (SWP) which contain several tasks: SWP 3.1 Task Task SWP 3.2 Task Task Task SWP 3.3. Operational procedures analysis This SWP is composed of two tasks. Requirements of specific performance criteria for fast ship navigational equipment This task will address the functions to be carried out and the navigational equipment available, requirements and limitations. Operational procedures definition In this task the term operational procedures will be defined, the purpose and aim of using operational procedures will be described. Generic operational procedures based on the functions to be conducted will be developed and examples of procedures when using an existing equipment will be shown. Assessment of the feasibility and efficiency of the proposed operational procedures This SWP will contain three tasks for the assessment of the operational procedures. Scenario design This task gives general information about the parameter used in the scenarios. Implementation of scenarios In this task one fast monohull of 44 knots speed is used in traffic situation of a group of slow vessels and meeting fast traffic ships of 40 knots in scenarios which are placed in the area of Dover and Calais. Different situations according to the colregs are developed and shown. Performance of simulation runs Simulation runs are performed. A description will be given. Procedures assessment report This SWP will sum up the actions performed and draw conclusions and recommendations.

5 Final Report WP 3 FASS Page 5 /64 1. OPERATIONAL PROCEDURES ANALYSIS (SWP 3.1) 1.1 Requirements of specific performance criteria for fast ship navigational equipment (Task 3.1.1) The HSC-code, Section 13, titled Navigation Equipment, is included in the Chapter 5 of the Rules for Classification and Construction, I Ship Technology, Part 1 Sea going ships of the Germanischer Lloyd. This section is mentioning the navigation equipment in a very general way. There are additional documents of the IMO and ISO, such as ISO/CD Heading control systems for high speed craft, which present further detailed requirements for a small number of instruments. In this task the navigational equipment will be investigated on limits and failures on the basis of the functions to be carried out on board of fast ships. The following functions, reduced to a very generic approach, have to be performed. In future optimised applications these functions should be installed in the form of an integrated navigation system with ergonomic design: Control of Position Control of Course Control of Speed Synchronisation of Time Control of Environment Such a layout must fulfil the requirements of fast vessels for a quick and plain understandable presentation of the essential navigation data as well as the indication of the reliability of the various information to be processed by interdependent subsystems within the integrated navigation system Control of position The conventional way of position fixing by taking bearings in the bridge wings, walking to the chart and plotting the bearings in the chart, is time consuming and therefore not useful on board of fast vessels. The reduction of time for position fixing is of particular importance for fast ships. One of the main objectives of fast ship s position control will be the exact preplanning and pre-calculation of the position to be reached such as waypoints, positions for altering course or just positions for control of the voyage. This preplanning of the voyage can be done by several means such as checklists, procedures, conventional charts and documentation or with a computing system as a part of an integrated navigation system combined with ECDIS. The control of the position will be performed by comparison of the intended position with the actual position. This comparison can be done by the human being or by the computer. The position fixing will be carried out by the navigator by means of visual bearing, by using the radar or electronic devices such as GPS/ DGPS / Loran C, by the computing system which has to be controlled by the man in charge. The results achieved should be checked by a second means, electronic and/or visual and the man in charge has to carry out a simple and fast plausibility check, by a dead reckoning which is prepared in the preplanning.

6 Final Report WP 3 FASS Page 6 / Control of course The IMO Resolution A.821(19) sets the performance standards for gyro compasses of high speed crafts, the resolution A.822(19) for automatic steering aids / automatic pilots. (HSC-code 13.12). The course control will be carried out by means of an autopilot with the gyro compass and the magnetic compass in the background (HSC-code 13.2). The navigator will carry out a plausibility control using visible information such as leading lights or other aids to navigation or other environmental conditions. This function Course keeping, carried out by automatic steering aids, contains the course control. Within the function Track keeping the course- and distance to a course over ground will be combined. The course keeping devices are connected to the steering arrangement (HSC-code 13.11) and a rate-of-turn indicator (HSC-code 13.7) may give the chance to control the movement of the ship Control of speed The speed control is usually done by means of a log such as the Doppler Log or by means of the GPS/DGPS positions. Is this usable at high speed? The speed control combined with the time is offering the distance measurement. The HSC-Code is requiring a device to measure speed and distance (HSC-code 13.3) when there is a reliable instrument ava ilable Synchronisation of time The synchronisation of time on board of ships is generally done by means of a central clock with a group of repeater clocks distributed all over the ship at stations of importance. The central clock should control the repeater clocks. Both the central clock and the repeater clocks have to be checked. This action is a part of preparing the bridge for the voyage before starting Minimising the effect of the environment on ship s behaviour To minimize the effect of the environment on the vessel a lot of information is required. The greatest difficulty will be the detection of small objects with weak or no radar reflection. With respect to the traffic image, the following information will be collected from the panoramic view, binoculars, infra red night vision, Radar, VHF-broadcasting (passive communication), VHF inquiry (active communication), transponder, VTS /VTMIS. With respect to the detection of floating objects, the following information will be collected from panoramic view, binoculars, radar, night vision, reporting by NAVTEX or reports from shore authorities. With respect to submerged objects, information can be collected by sonar if available. Regarding the available depth of the water, wrecks and fixed objects below the water surface, information is collected from the chart / ECDIS and echo sounder, sonar.

7 Final Report WP 3 FASS Page 7 /64 Environment conditions, information to be collected Meteorological information from weather report, observation, measuring Tidal information from tide tables, VTS broadcasting, interrogating wave and tidal buoys Sea state, wave height from observation, new developed equipment General view on the functions described and conclusion On conventional ships the function control of position, course, speed, environment in relation to the time are performed by the navigator by means of observation and stand alone instruments. He has to carry out the functions in several steps in a time consuming way. He has to perform a decision process as follows: Collecting of information Evaluating of the contents of the information Detecting the problem or danger Developing a solution Deciding Acting Control the action On fast ships the time available to perform these functions is reduced and the information flow to be collected and evaluated is increased. This will lead to a high workload and sometimes stress. The workload has to be reduced by optimizing the information process. This can be done by using electronic means, by reducing the amount of information needed, by planning of tasks to be carried out, by reducing the time needed to fulfil the task. Within this information process there is a great number of instruments used. Some of these instruments will be integrated in a navigation system to provide the information required in a way to be processed in a reduced time and with an optimal use for safe navigation Bridge navigation equipment and functions of navigation and manoeuvring Before in the beginning of this chapter the most frequently used acronyms and main terms in the context of navigation systems and GNSS used throughout this chapter are explained and defined, some examples are given to illustrate the terms accuracy, availability and integrity in a practical meaning. These three terms characterize the reliability which is commonly used to describe the overall performance of GNSS as a core system for todays navigation. IMO Resolution A. 860 requires a reliability of service 99,97% per year for future systems. In practice, assessing the performance is often restricted to its accuracy. For example, no quantitative values for reliability are given in the US Federal Radionavigation Plan (1).

8 Final Report WP 3 FASS Page 8 /64 Accuracy Accuracy is the ability of the total navigation system to maintain the position within a system error limit with a 95 per cent probability (2). The achievable accuracy of GPS is theoretically some 25 m (95%). This value is deliberately deteriorated by Selective Availability to 100 m (95%), i.e. the error of every 20th independent GPS position-fix exceeds 100 m. For regional, local and special applications, Differential GPS may be used to improve the accuracy to 1 to 20 m (95%)(3). IMO Resolution A. 860 requires a minimum absolute accuracy of 10 m (95%) for future systems. Availability Availability (of service) is the ability of the total navigation system to perform its function (at the initiation of the intended action; whereas continuity is the ability to perform its function without interruption during operation) (2). Availability values are usually given as percentage per time unit. An availability of e.g. 99% per day indicates that the system is not available for some 15 minutes every day. Such a limited availability is not acceptable for a sole means of navigation, hardly for a primary means of navigation. If the availability is 99,9% per day, the system is not available for some 1,5 minutes every day (3). IMO Resolution A. 860 requires an availability of service of 99,8% per 30 days for future systems. Integrity Integrity relates to the trust which can be placed in the correctness of the information supplied by the total navigation system. Integrity includes the ability of a system to provide timely and valid warnings to the user when the system must not be used for the intended operation (2). Integrity values indicate the ratio of integer position fixes to all position fixes. Thus, if integrity is 99,9%, one of fixes is not integer. In maritime navigation, the term integrity is not commonly applied as it is e.g. in aviation. Integrity is difficult to quantify from the user s perspective (3). IMO Resolution A. 860 requires only a time to alarm being 10 s at a threshold value 25 m for future systems. Acronyms AIS ARPA ATA CHAYKA DGLONASS DGPS DIS ECDIS EPA GPS Automatic Identification System Automatic Radar Plotting Aid Automatic Tracking Aids A radionavigation system, similar to LORAN-C, operated by the Government of the Russian Federation Differential GLONASS Differential GPS IEC- or ISO-Committee Draft International Standard Electronic Chart Display and Information System Electronic Plotting Aid Global Positioning System. This is a space-based, radio positioning, navigation and time-transfer system operated by the Government of the United States.

9 Final Report WP 3 FASS Page 9 /64 GLONASS GMDSS GNSS HSC IBS IEC IMO INS ISO ITU LORAN-C NAV MSC ROT SAR SDME VTS WGS Global Navigation Satellite System. This is a space-based, radio positioning, navigation and time-transfer system operated by the Government of the Russian Federation. Global Maritime Distress and Safety System Global Navigation Satellite System. A world-wide position, time and velocity radio determination system comprising space, ground and user segments. High Speed Craft Integrated Bridge System International Electrotechnical Commission International Maritime Organisation Integrated Navigation System. A system in which the information from two or more navigation aids is combined in a symbiotic manner to provide an output which is superior to anyone of the component aid. International Organization for Standardization International Telecommunication Union A low-frequency (LF) hyperbolic radionavigation system based on measurements of the differences of times of arrival of signals using pulse- and phase-comparison techniques IMO Sub-Committee on Safety of Navigation IMO Maritime Safety Committee Rate of Turn Search and Rescue Speed and Distance Measuring Equipment Vessel Traffic Service World Geodetic System. A consistent set of parameters describing the size and shape of the Earth, positions of a network of points with respect to the centre of mass of the Earth, transformations from major geodetic datums and the potential of the Earth. Definitions The following definitions of terms frequently used in the context of GNSS are given according to IMO Resolution A. 860: Accuracy The degree of conformance between the estimated or measured parameter of a craft at a given time and its true parameter at that time. Parameters in this context may be position co-ordinates, velocity, time, angle etc.

10 Final Report WP 3 FASS Page 10 /64 - Absolute accuracy (Geodetic or Geographic accuracy): The accuracy of a position with respect to the geographic or geodetic co-ordinates of the Earth. - Operational technical accuracy (OTA): The accuracy with which the craft is controlled as measured by the indicated craft position with respect to the indicated command or desired position. It does not include operator errors. - Relative accuracy: The accuracy with which a user can determine position relative to that of another user of the same navigation system at the same time. - Repeatable accuracy: The accuracy with which a user can return to a position whose co-ordinates have been measured at a previous time with the same navigation system. Availability The percentage of time that an aid, or system of aids, is performing a required function under stated conditions. - Signal availability: The availability of a radio signal in a specified coverage area. - System availability: The availability of a system to a user, including signal availability and the performance of the user s receiver. Continuity Coverage Fix Fix rate Integrity Reliability of service Repeatability Service capacity True position (2D) True position (3D) The ability of a system to function within specified performance limits without interruption during a specified period. The coverage provided by a radionavigation system is that surface area or space volume in which the signals are adequate to permit the user to determine position to a specified level of performance. A position established by processing information from a number of navigation observations. The number of fixes per unit time. The ability to provide users with warnings within a specified time when the System should not be used for navigation. The probability that a service, when it is available, performs a specified function without failure under given conditions for a specified period of time. The accuracy of a positioning system, taking into account only the random errors. The repeatability is normally expressed in a 95% probability circle. The number of users a service can accommodate simultaneously. The error-free latitude and longitude co-ordinates in a specific geodetic datum. The error-free latitude, longitude and height co-ordinates in a specific geodetic datum.

11 Final Report WP 3 FASS Page 11 /64 Time to alarm The time elapsed between the occurrence of a failure in the system and its presentation on the bridge. Several operations have to be carried out on a fast vessel s bridge by means of special equipment. The duties include the pre-planning and execution of the voyage (mainly manoeuvring and navigation), communication (internal and external), engine control, loading, unloading, control and check of passengers and freight, safety and management. The necessary main task in maritime navigation is the accurate position fixing in various shipborne and external applications such as: shipboard navigation (sea, coastal area, estuary, harbour), safety relevant services (e.g. SAR), commercial applications at sea (e.g. fleet management, hydrographic survey, buoy positioning) and commercial applications in the maritime periphery (e.g. management of port resources and hinterland traffic flow). The complete potential of an accurate positioning of a vessel can only be achieved through an integration of position finding and communication e.g. in the areas of: safety and efficiency of vessel traffic by means of VTS, general use of RADAR- and AIS-transponders and integration in RADAR- and ECDIS- Display, automatic updating of ECDIS, distress at sea, execution of transport of cargoes by vessels and fleet management. This chapter concentrates on the field of bridge navigation equipment and related functions of navigation and manoeuvring. As a result of this main emphasis, shipborne radio equipment forming part of the GMDSS is not considered. The first aim is, to give a brief review of essential marine standards for bridge navigation equipment developed by the HSC Code, IMO, IEC and ISO. See table 1: Summary of some available and ongoing marine standards for bridge navigation equipment on general sea ships/hscs, page 14. Secondly the essential functions and sources of information for HSC navigation are of crucial importance, as shown in table 2: Overview of essential functions/subfunctions and sources of information for HSC navigation and manoeuvring, page 15. The existing radio navigation systems as essential main source of information for navigation and manoeuvring with main performance data such as: accuracy, temporally availability, covered area and fix interval period are summarised in table 3: Performance data of existing radio navigation systems according to the German Radio Navigation Plan (4), page 16.

12 Final Report WP 3 FASS Page 12 /64 The requirements of various applications for position finding and related performance characteristics in terms of: accuracy (95%), availability, integrity, time to alarm and covered area can be found in table 4: User requirements for position finding according to the German Radio Navigation Plan (4), page 17. Fast ships (HSCs) with speeds from approximately 30 to 70 knots and very high manoeuvrability (e.g. with higher rate of turn compared to conventional ships) require special sensors for: the shipboard navigation and the transmission of data of position and motion to other ships and VTS centres. A world-wide available and accurate position finding system, and as result of it getting the course and speed over ground will be achieved by satellite navigation systems. That type of system facilitates an accurate position finding with sufficient frequently update rates, see table 5: HSC requirements for position finding according to the German Radio Navigation Plan (4), page 17. The current stage of the minimum IMO requirements are exemplary demonstrated in table 6: List of minimum maritime user requirements for future GNSS according to IMO Resolution A. 860, page 18 and table 7: HSC requirements for heading systems according to IMO NAV 45/7, page 18. Because of a number of operational limitations of bridge navigation equipment, it has to be ensured that the impacts listed below are to be avoided in the best possible way. This can be achieved through design, construction and kind of operation of this equipment. One should be aware of the residual risk of malfunctions of this equipment in critical traffic situations. In particular GPS interdependant equipment as part of an integrated bridge navigation system can show some malfunctions caused e.g. by external interferences, environmental conditions or simply missing input signals. Many different errors and disturbances have been detected (3)(9)(11)(12)(13), despite the efforts of manufacturers to improve the resistibility of GPS receivers against these disturbing effects (antenna design, narrow band width receivers, sophisticated software). Operational limitations and impacts of bridge navigation equipment The following remarks on operational limitations of bridge navigation equipment and their impacts on safe navigation are a result of numerous conversations with well experienced HSC-Captains and experts from the Federal Maritime and Hydrographic Agency of Germany as well as literature investigation. Radar Apart from the well known effects with interference echoes caused by sea and rain, special problems with ARPA functions can occur by a speed above 30 knots and the sometimes stealth-like designed HSC super-structure. The optimization process of the radar system is getting less effective at higher speeds. The echoes from the same object cannot be assigned anymore to a certain position and target tracking is complicated. That concerns basically shipborne radar systems as well as shore based VTS radar equipment.

13 Final Report WP 3 FASS Page 13 /64 Gyro-compass Gyro-compasses at HSCs merely have to meet the same requirements concerning the accuracy as gyro-compasses at conventional vessels, according to the relevant IMO performance standards. Thus the gyro-compasses have to be constructed with regard to the different behaviour in motion of those fast ships due to their much higher accelerations in x-, y-, z-axis. After reaching the mechanical stop because of these accelerations, traditional gyro-compasses show a transient period of up to 6 h at sea. During this time there is no course indication available (5). New fibre-optic gyro-compasses are reducing the transient period down to 45 min at sea. The required accuracy range for alterations of course (max. ±3 ) and speed (max. ±2 ) seems to be unacceptable for safe high speed navigation in narrow waters, it should be less than ±0,5 (6). GPS Position finding by means of GPS/DGPS is basically an accurate, continuous available method for navigation purposes. But there are some malfunctions possible one should be aware of. Failures are reported because of various reasons such as restricted reliability by electromagnetic interferences (7)(8), loss of signal by masking effects and multi-path reception (3)(9), disturbances by own ship s motion through fast manoeuvres (9) and rolling motion of GPS antenna (10). According to IMO NAV 45/7, there are furthermore some practical difficulties with differential correction systems in achieving the performance required of IMO A. 815, particularly the update rate of 2 s, the signal availability requirement of 99,8% and the service reliability of 99,97%. Echo sounder The accuracy of echo sounding measurements in shallow waters depends on the frequency used by the equipment. Echo signals of lower frequencies tend to penetrate the soft mud before they are reflected by hard ground. It is reported that according to the frequency used and the density of mud, the measurement can show distinctions of about 5-6 m related to a existing depth of 10 m. This is important to know for HSCs in coastal areas taking their route through shallow waters in order to benefit from the speed increasing ground effect. Speed and distance measurement equipment Hydro-acoustic logs as Doppler log are suitable for measuring the speed over ground but inaccurate at high speed because of the inclusion of air in the boundary layer at the hull bottom where the acoustic transformer is normally situated (5). Electromechanical logs are accurate at high speed (5) but not able to indicate the speed over ground and thus not suitable to feed data into ARPA equipment. GPS/DGPS signals are currently world-wide not available, the slower the speed the more inaccurate is the measurement, no speed ahead because of missing course signal in the GPS message. Night vision enhancement equipment With regard to the systems available there are two types of technology employed: image intensification and infra red. Practical experiences have shown that image intensification requires at very low brightness an adequate external lighting source to detect objects (5), suitable for distances up to 600 m and in areas of high humidity of air. Infra red is independent of any light restrictions and requires temperature differences between object and environment, suitable for distances over 600 m but with decreasing performance at increasing humidity of air. In rain infra red is working worse compared with image intensification (5). Available systems currently have no distance measurement integrated.

14 Final Report WP 3 FASS Page 14 /64 AIS Transponders The revised version of SOLAS Chapter V will include carriage requirements for Automatic Identification Systems (AIS), colloquially named transponders. AIS will broadcast own ship s position and motion to all IMO ships in the sea area. Consequently, GPS positions of all ships will be displayed in ECDIS and/or radar displays of all other ships to support (or replace) ARPA tracking: Everybody sees everybody. Consequently, an erroneous position fix of a certain ship is manifold multiplied and distributed to all other ships which may plan their manoeuvres to avoid collision on the base of the first ship s erroneous GPS/DGPS data (3).

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16 Final Report WP 3 FASS Page 16 /64 Required / recommendable navigation equipment General require ments: Accuracy Standards for Navigation; World-wide Radionavigation System Future Global Navigation Satellite System HSC Code, Section 13 with General remarks RADAR Paragraph 13.5 ARPA - Automatic Radar Plotting Aid ATA - Automatic Tracking Aid EPA - Electronic Plotting Aid Satellite navigation systems GPS / DGPS GLONASS / DGLONASS ECDIS Paragraph 13.6 International Standards for general / HSC navigation equipment in force / work in progress IMO Resolutions, Supreme instance with global requirements A.529 ( ) (if<30knots) A.815( ) Radionavig. A.860 ( ) GNSS A.222 (7-1971) A.477 ( ) A.820 ( ) HSC NAV 41/23 Annex 9 (1995) A.823 ( ) ARPA A.819 ( ) GPS MSC 53 (66) 1996 A.817 ( ) Terrestrial navigation system LORAN- C A.818 ( ) Gyro Compass Para A.280 (8-1973) (if >100 passengers) A.424 ( ) A.821 ( ) HSC Magnetic Compass Paragraph 13.2 A.382 ( ) Heading/Track/Course Control systems / Paragraph A.342 (9-1975) INS Integrated navigation system / A.822 ( ) HSC IBS Integrated Bridge MSC 64(67) (1996) IEC Standards Relating to performance Criteria such as accuracy Ed. 3.0 ( ) Ed ( ) Ed. 1.0 ( ) HSC Ed.1.0 Performance Ed. 1.0 Chart facilities Ed. 1.0 ECDIS back-up Ed. 1.0 ( ) ARPA Ed. 1.0 ( ) ATA Ed. 1.0 EPA Ed. 1.0 ( ) GPS Ed.1.0 ( ) GLONASS Ed. 1.0 ( ) Ed Ed. 1.0 ( ) Ed Ed ( ) ISO Standards relating to performance criteria such as accuracy 8728 ( ) CD ( ) HSC 2269 (1992) Class A (1990 ) Class B TR ( ) DIS ( ) CD ( ) HSC ROT - Rate-of-turn indicator Paragraph 13.7 A. 526 ( ) SDME Speed and distance measuring equipm. Paragraph 13.3 A.824 ( ) ( ) Echo sounder Paragraph 13.4 A.224 (7-1971) 9875 ( ) / DIS 9875 RADAR Transponder A.615 ( ) ( ) AIS Transponder MSC 74 (69) Annex ITU Recommendation M VDR Voyage Data Recorder A. 861 ( ) NVEE Night vision enhancement equipment Paragraph NAV 45/7 Annex 1 (1998) NAV 45/7/3 Proposal Table 1: Summary of some available and ongoing marine standards for bridge navigation equipment on general sea ships/hscs, see standards page 19

17 Final Report WP 3 FASS Page 17 /64 Essential HSC navigation functions / Subfunctions Collecting of navigational information by means of A) Required equipment such as B) Not yet required equipment such as C) Services such as D) Manual Plausibility Control such as RADAR ARPA / ATA / EPA GPS/ DGPS GLONASS Hyperbolic Navigation /LORAN- C ECDIS Gyro Compass Magnetic Compass Heading control system: track, course ROT Rate-of-turn indicator Speed and distance indicator Echo sounder Meteo measuring devices Central / repeater clock RADAR transponder AIS transponder VDR - Voyage Data Recorder Night vision equipment VTS / VTMIS VHF-active/passive communication communication Weather report Allied services Observation Lookout / binoculars Visual bearing Charts Tidal tables 1.Control of Position (own / targets) 2.Control of Course (own / targets) 3.Control of Speed / Distance run (own/targ.) 4.Synchronization of Time 5.Control of Environment such as Traffic image Detection of small floating objects ahead Detection of submerged objects ahead Depth of water under keel Environmental conditions such as - Meteo - Tides, currents - Sea state, wave height Table2: Overview on essential functions/subfunctions and sources of information for HSC navigation

18 Final Report WP 3 FASS Page 18 / 64 Position finding System Accuracy horizontal (m) GPS 100 (95%) 300 (99,99%) Temporally availability (%) (1) 99,8 global mean value for 24 hours Coverage GPS/DGPS (2) 1 10 <99,8 Local, regional 1 GLONASS 60 (99,7%) 20 m are practical experience Fix period (sec) Integrity (%) Update rate of information Global Hz 20 Hz Global 1 Periodic monitoring LORAN-C (3)(4) >99 Regional 0,1 Continuos montoring Shipboard radar circ. 98 Local 2 3 VTS-radar (5)(6) ,8 Local, regional 2 3 Eurofix (7) <5 at complete >99,8 Europe >99,9996 (8) impleme- Integrated systems (9) SAPOS 1 3m resp. 1 5cm Local 1 Table 3: Performance data of existing radio navigation systems, according to the German Radio Navigation Plan (4) 1 Hz 20 Hz 10Hz 20 Hz (1) Reported in % per month (2) 2-DGPS-reference stations acc. to IALA-Standard (North Sea, Baltic Sea) (3) Construction of a 2 nd station planned in Mecklenburg/Vorpommern (besides Sylt) (4) Co-operation with Russian Chayka-chain (same properties compared to European LORAN-C) (5) Target with spot character (otherwise worse) (6) Radar station Heligoland: 7 seconds per antenna revolution (7) Transmission of GNSS-data correction by means of LORAN-C signals (trials as of 1999) (8) In overlapping areas of several stations (9) Combination of GPS/GLONASS improves availability, monitoring of integrity and accuracy GPS/LORAN-C improves availability eventually, improves availability, continuity and integrity essential

19 Final Report WP 3 FASS Page 19 / 64 Position finding Communication User group Accuracy (m) Integrity (%) Time to alarm Availability (%) Covered area Importance Type Open sea Less relevant 5 min 99 Global Optional Bidirectional Coastal area 10 Relevant 1 min 99,5 Global Optional Bidirectional Estuary 1 10 Very relevant 10 sec 99,9 Regional Necessary Bidirectional Harbour 0,1 1 Very relevant 5 sec 99,9 Local Necessary Bidirectional VTS 1 10 Very relevant 10 sec 99,9 Local, regional Necessary Bidirectional Automatic track control 1 3 Extremely relevant 5 sec 99,9 Regional Not necessary ECDIS 3 10 Extremely relevant 5 sec 99,9 Global Necessary Uni- or bi- Directional AIS 5 10 Extremely relevant 5 sec 99 Regional Necessary Bidirectional HSC 1 3 Very relevant 5 sec 99 Global Optional Bidirectional Automatic 1 3 Relevant 10 sec 99,9 Local Necessary Bi- Docking Automatic giving way directional 1-5 Relevant 10 sec 99,9 Global Necessary Bidirectional Table 4: User requirements for position finding, according to the German Radio Navigation plan (4) Accuracy Integrity (95%) (m) (%) 1 3 m Very relevant Position finding Communication Time to Availability Covered area Importance Type alarm (%) 10 sec 99 global optional Bidirectional Table 5: HSC requirements for position finding systems, according to the German Radio Navigation Plan (4)

20 Final Report WP 3 FASS Page 20 / 64 Parameter Accuracy of the system at the position of the Receiving antenna - absolute accuracy - repeatable accuracy Integrity of the system - time to alarm - threshold value Availability of service - threshold value Reliability of service Coverage of service Fix (update) rate of the system Service capacity 10 m 14 m Requirement 10 s 25 m > 99,8% (30 days) Unintended interruptions should not exceed 3 s 99,97% (1 year) World-wide At least once every 2 s Unlimited Table 6: List of minimum maritime user requirements for future GNSS according to IMO Resolution A. 860, see standards page 19 HSC Code Chapter Application All vessels < 100 passengers > 100 passengers Requirement Ship s heading Radar, ATA Radar, ATA, Autopilot, NVEE Equipment Magnetic compass [Transmitting Magnetic Gyro Heading Device TMHD]? IMO Resolution A. 382 To be developed A. 821 Static accuracy 2.2 of A < 0,5 Dynamic accuracy 5.3 of A ± Radar ±½ Radar/2 nd radar ± ½ ATA ± Autopilot ± 1 13.? NVEE ± 2 Environment Power supply Rate of turn 20 /s Roll/Pitch ±10 70 knots Latitude 70 N/S Temperature +50 C to -25 C None As As additional dynamic conditions in A. 821 Table 7: HSC requirements for heading systems, according to IMO NAV 45/7, see standards page 19

21 Final Report WP 3 FASS Page 21 / 64 Bibliography The following standards are applicable to the navigation equipment handled before in this chapter (according to task ), the main standards are summarised in table 1, page 10. Beyond it there are many other IMO, IEC and ISO standards which also apply to the navigation equipment indeed with different degrees. GMDSS equipment is not considered in the context of WP Rules for Classification and Construction I Ship Technology, Part1 Seagoing Ships, Chapter 5 High Speed Craft (HSC-Code) 2. IMO Resolutions (General standards / HSC specific standards) A. 222 (7-1971) Recommendation on performance standards for navigational Radar Equipment A. 224 (7-1971) Recommendation on performance standards for Echo Sounding Equipment A. 280 (8-1973) Recommendation on performance standards for Gyro Compasses A. 342 (9-1975) Recommendation on performance standards for Automatic Pilots A. 382 ( ) Magnetic Compasses Carriage and Performance Standards A.384 ( ) Performance Standards for Radar Reflectors A. 424 ( ) Recommendation on Performance Standards for Gyro-compasses A. 477 ( ) Performance Standards for Radar Equipment A. 526 ( ) Performance Standards for Rate-of-Turn Indicator A. 529 ( ) Accuracy Standards for Navigation A. 615 ( ) Recommendation on General Requirements for Radar Transponder Marine uses of radar beacons and transponders A. 694 ( ) General Requirements for shipborne Radio Equipment forming part of the Global Maritime Distress and Safety System (GMDSS) and for Electronic Navigational Aids A. 817 ( ) Recommendation on Performance Standards for Electronic Chart Display and Information Systems (ECDIS) A. 815 ( ) Report on the study of a world-wide radionavigation system A. 818 ( ) Recommendation on Performance Standards for shipborne Loran-C and Chayka receivers A. 819 ( ) Recommendation on Performance Standards for shipborne Global Positioning System (GPS) Receiver Equipment

22 Final Report WP 3 FASS Page 22 / 64 A. 820 ( ) Recommendation on Performance Standards for Navigational Radar Equipment for High Speed Craft A. 821 ( ) Recommendation on Performance Standards for Gyro-Compasses for High Speed Craft A. 822 ( ) Recommendation on Performance Standards for Automatic Steering Aids (Automatic Pilots) for High Speed Craft A. 823 ( ) Recommendation on Performance Standards for Automatic Radar Plotting Aids (ARPAs) A. 824 ( ) Recommendation on Performance Standards for Devices to Indicate Speed and Distance A. 860 ( ) Maritime policy for a future global navigation satellite system (GNSS) A. 861 ( ) Recommendation on Performance Standards for shipborne Voyage Data Recorders (VDRs) NAV 41/23 Annex 9 Draft for substitution of A.222 and A.477 (work in progress) ( ) NAV 45/7 Navigational Aids and Related Matters ( ) Report of the Technical Working Group NAV 45/7 Annex 1 Draft Performance Standards for Night Vision Equipment for High ( ) Speed Craft (HSC) NAV 45/7 Annex 2 ( ) NAV 45/7 Annex 3 ( ) MSC/Circular 566 (work in progress) Draft Performance Standards for Daylight Signalling Lamps Draft Performance Standards for Heading Systems Provisional guidelines on the conduct of trails in which the officer of the navigational watch acts as the sole look-out in periods of darkness (1991) MSC 64(67) Performance Standards for Integrated Bridge Systems (IBS) (work in progress) (1996) MSC 64(67) Annex 3 Performance Standards for Heading Control Systems (1997) Amendment to Resolution A. 342 MSC 74(69) Performance Standards for an Universal Shipborne Automatic Identification (1998) System (AIS)

23 Final Report WP 3 FASS Page 23 / IEC Standards (General standards / HSC specific standards) IEC Ed.1.0 Maritime navigation and radio communication equipment and systems - ( ) Radar plotting aids Part 1: Automatic radar plotting aids (ARPA) - Methods of testing and required test results IEC Ed.1.0 Maritime navigation and radio communication equipment and systems - ( ) Radar plotting aids Part 2: Automatic tracking aids (ATA) - Methods of testing and required test results IEC Ed.1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Radar plotting aids Part 3: Electronic plotting aid (EPA) - Methods of testing and required test results IEC Shipborne radar ( ) Performance requirements Methods of testing and required test results IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Radar Part 1: Shipborne radar Performance requirements - Methods of testing and required test results Acc. to SOLAS 1974 requirements IEC ,Ed. 1.0 Maritime navigation and radio communication equipment and systems - ( ) Radar Part 2: Shipborne radar for high-speed-craft (HSC) - Performance requirements - Methods of testing and required test results IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Radar Part 3: Shipborne radar with chart facilities Methods of testing and required test results IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Radar Part 4: Shipborne radar ECDIS back-up Methods of testing and required test results IEC Ed. 3.0 Maritime navigation and radiocommunication equipment and systems ( ) General requirements Methods of testing and required test results Based on IMO Resolution A.694 (17) IEC Ed. 4.0 Maritime navigation and radiocommunication equipment and systems (work in progress) General requirements Methods of testing and required test results IEC Maritime navigation and radio communication equipment and systems - ( ) Marine speed and distance measuring equipment (SDME) - Performance requirements - Methods of testing and required test results Acc. to SOLAS requirements, associated with IEC and based upon IMO Resolution A.824

24 Final Report WP 3 FASS Page 24 / 64 IEC Ed. 1.0 Loran-C receivers for ships - ( ) Minimum performance standards - Methods of testing and required test results Associated with IEC and IEC IEC Ed. 1.0 Global navigation satellite system (GNSS) - ( ) Part 1: Global positioning system (GPS) Receiver equipment Performance standards, methods of testing and required test results Based on IMO Resolution A.819 (19) IEC Ed. 2.0 Maritime navigation and radiocommunication equipment and systems (work in progress) Global navigation satellite systems (GNSS) Part 1: Global positioning system (GPS) Receiver equipment Performance requirements, methods of testing and required test results IEC Ed. 1.0 Maritime navigation and radiocommunication equipment and systems Global navigation satellite systems (GNSS) - ( ) Part 2: Global navigation satellite system (GPS) Receiver equipment Performance standards, methods of testing and required test results Based on IMO Resolution MSC. 53 (66) IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems - ( ) Digital interfaces - Part 1: Single talker and multiple listeners IEC Ed.2.0 Maritime navigation and radio communication equipment and systems - (work in progress) Digital interfaces - Part 1: Single talker and multiple listeners IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems - ( ) Digital interfaces - Part 2: Single talker and multiple listeners, high-speed transmisssion IEC f1 Ed.1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Digital interfaces - Part 4: Single talker and multiple listeners Ship control network - Fragment 1: Introduction and general principles IEC f2 Ed.1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Digital interfaces - Part 4: Single talker and multiple listeners Ship control network - Fragment 2: Protocol definition IEC Ed. 1.0 Maritime navigation and radiocommunication equipment and systems - ( ) Electronic chart display and information system (ECDIS) - Operational and performance requirements, methods of testing and required test results IEC Ed. 2.0 Maritime navigation and radiocommunication equipment and systems - (work in progress) Electronic chart display and information system (ECDIS) - Operational and performance requirements, methods of testing and required test results

25 Final Report WP 3 FASS Page 25 / 64 IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems ( ) Integrated Bridge Systems (IBS) Operational and performance requirements, methods of testing and required test results IEC Ed. 1.0 Functional safety of electrical/electronic/programmable electronic safety ( ) related systems Part 1: General requirements IEC Ed. 1.0 (work in progress) Functional safety of electrical/electronic/programmable electronic safety related systems Part 2: Requirements for electrical/electronic/programmable electronic safety-related systems IEC Ed. 1.0 Functional safety of electrical/electronic/programmable electronic safety ( ) related systems Part 3: Software requirements IEC Ed. 1.0 Functional safety of electrical/electronic/programmable electronic safety ( ) related systems Part 4: Definitions and abbreviations IEC Ed. 1.0 Functional safety of electrical/electronic/programmable electronic safety ( ) related systems Part 5: Examples of methods for the determination of safety integrity levels IEC Ed. 1.0 Functional safety of electrical/electronic/programmable electronic safety (work in progress) related systems Part 6: Guidelines on the application of Parts 2 and 3 IEC Ed. 1.0 (work in progress) IEC Ed. 1.0 (work in progress) Functional safety of electrical/electronic/programmable electronic safety related systems Part 7: Overview of techniques and measures Integrated navigation systems (INS) IEC Ed. 1.0 Maritime navigation and radiocommunication equipment and systems - ( ) Part 1: Shipborne automatic transponder system installation using VHF digital selective calling (DSC) techniques Operational and performance requirements, methods of testing and required test results IEC Ed. 1.0 Maritime navigation and radio communication equipment and systems - (work in progress) Track control systems Methods of testing and required test results

26 Final Report WP 3 FASS Page 26 / ISO Standards (General standards / HSC specific standards) ISO 449 Ed. 2 Ships and marine technology Magnetic compasses, binnacles and ( ) azimuth reading devices Class A ISO 613 Ed. 1 Ships and marine technology Magnetic compasses and binnacles and ( ) azimuth reading devices class B For this: Technical Corrigendum 1 ( ) ISO 2269 Ed. 2 Shipbuilding Class A magnetic compasses, azimuth reading devices and ( ) binnacles Tests and certification ISO 8728 Ed. 2 ( ) Ships and marine technology Marine gyro-compasses ISO/DIS 8729 Ed. 2 Ships and marine technology Marine radar reflectors (work in progress) Draft International Standard ( ) ISO 9875 Ed. 2 ( ) Ships and marine technology Marine echo-sounding equipment ISO/DIS 9875 Ed. 3 Ships and marine technology Marine echo-sounding equipment (work in progress) Draft International Standard ( ) ISO 9876 Ed. 2 Ships and marine technology Marine facsimile receivers for ( ) meteorological charts ISO Ed. 1 ( ) Shipbuilding Class B magnetic compasses Tests and certification ISO/TR Ed. 1 Ships and marine technology Automatic pilots ( ) Technical Report ISO/IEC FDIS (work in progress) Ships and marine technology Heading control systems ISO/CD Ships and marine technology Gyro compasses for high-speed craft (work in progress) Committee draft ( ) ISO/CD Ships and marine technology Automatic steering aids for high speed (work in progress) craft - Committee draft ( ) NAV 45/7/3 Performance Standards for Night Vision Equipme nt for High Speed ( ) Craft - Proposal by ISO to amend performance standards for night vision equipment for high speed craft as laid down in IMO NAV 45/7 Annex 1 (1998)

27 Final Report WP 3 FASS Page 27 / Literature: (1) US Department of Defence and Department of Transportation: 1996 Federal Radionavigation Plan ; (2) AWOP (All Weather Operations Panel): Assessment and Development of the Required Navigation Performance concept... ; WP/718 (Montreal 1994) (3) B. Berking: GPS How Reliable is it in Practical Use? ; ISIS 98 / German Institute Of Navigation DGON, Proceedings, P (Bonn 1998) (4) BMV / Deutsche Gesellschaft für Ortung und Navigation: Deutscher Funknavigationsplan 1998 ; Vol. 1 / Final Draft (Bonn/Düsseldorf 1998) (5) J. Schmiedeskamp: Experiences in Ship Operation and IBS on HSC ; ISIS 98 / German Institute of Navigation DGON, Proceedings, P (Bonn 1998) (6) A. Pohl: Anforderungen an die Auslegung und Gestaltung von Brücken auf Hochgeschwindigkeitsfahrzeugen ; Diplomarbeit ISSUS / FH Hamburg (Hamburg 1998) (7) H.v.Arnim, U.Petersen, R.Richter: Funkverträglichkeitsuntersuchung GPS/INMARSAT ; HANSA-Schiffahrt-Schiffbau-Hafen Nr.7 (1996), P (8) N. Ward, R. Johannessen: Interference to GPS in the Maritime Environment ; Journal of Navigation 49, No. 2, May 1996, P (9) M. Mendez: Untersuchung von GPS Störungen im Bordbetrieb ; Diplomarbeit ISSUS / Fachhochschule Hamburg (Hamburg 1997) (10) C. Carstensen: Untersuchungen mit GPS ; Diplomarbeit FB Seefahrt der FH Hamburg (Hamburg 1993) (11) B.Berking: GPS-Störungen im praktischen Betrieb in der Schiffahrt ; DGON-Seminar STNAV 96, Proceedings, P (Basel 1996) (12) Berking, B.: Disturbances, Limitations, Problems when Using GPS in Maritime Navigation ; Proceedings, Space Congress 97 (Bremen 1997) (13) Berking, B.: NavStar GPS Non plus Ultra? An Analysis of Problems in Practical Applications ; Proceedings IMLA 10 (St. Malo 1998)