Integrated bridge systems come of age

Integrated bridge systems help reduce the stress on the officer of the watch, along with the possible human error responsible for many accidents.

Safe navigation is the universal objective of all those engaged in sea transportation but, despite best efforts, accidents continue to occur all too often in the shape of collisions or running aground. Approximately 80% can be attributed to human error and the marine industry is continually seeking the development of navigational aid equipment that can perform basic tasks and reduce the workload and pressure on the officer of the watch.

The multitude of tasks and duties an officer is required to cope with is often extremely stressful and has created an urgent need for developing a new bridge system that enables the duties to be carried out more efficiently. Out of this need, the integrated bridge system (IBS) was conceived. The IBS comprises navigational equipment required for operating the ship, such as the GPS, gyrocompass, autopilot, radar, and electronic sea charts. The information generated is integrated and processed and, as such, has to interface with the various instruments and information processing computer technology that is crucial in the functionality of the IBS.

After the rapid and fast changing developments in the IBS over the last ten years, the market has, according to Barry Morgan of Kelvin Hughes, become fairly settled with most manufacturers having now developed large flat colour screens. Problems of interfacing and integration have been resolved and third party equipment such as logs, giro compasses and weather measuring systems are being successfully incorporated in IBS?s as the entire system is now computer based.

Speaking to The Motor Ship, Morgan say that: “There is nothing startling new in the pipeline from any manufacturer.” However, he went on to say: “There is always ongoing development such as trying to improve clutter and performance, which is mainly software based.”

All the major players such as SIMRAD, part of Kongsberg, Japan Radio Co., Kelvin Hughes (part of Smiths Marine Systems), Sperry Marine (part of Northrop Grumman), Furuno and Raytheon (in conjunction with Anschütz), provide IBSs in a variety of console configurations to suit individual bridge layouts. Other items of equipment may be required to provide a system to meet the requirements of regulatory authorities, for example, AIS (automatic identification system). All information from the various pieces of equipment is displayed on large TFT/LCD high quality colour monitor screens. For smaller vessels, where space is limited, manufacturers can offer a scaled down version on a single console using smaller screens.

Chart drawing

Some systems have, what is claimed are, unique features such as in Simrad?s 44/54 and 34 series which incorporate ?PrimePad? control and high speed processors that improve chart drawing times. Simrad products also include the new SimNet control network that provides easy interconnection and advanced data sharing and control, in addition to automatic interfacing capabilities that simplify installation and set-up.

Kelvin Hughes has two ranges of highly flexible IBSs designed to utilise its range of nucleus or Manta radars and navigation systems. All the displays use the patented tracker ball and three button control system to operate all of the on-screen functions. The displays may also be controlled by an optional tracker ball (Ergo-Pod) which can be fitted to the arm of the pilot’s chair. Like the other major players, Kelvin Hughes has worked closely with the world?s leading classification societies including AB, BV, DNV, GL and LR and, often, the design and layout of the systems exceed class requirements.

Another well established company is Japan Radio Company (JRC) which will be launching its new integrated nautical safety system called ?ocean explorer II? in July

this year.

It operates a highly accurate method of track control by prediction of sea state and ships motion which minimizes rudder adjustments and maintains economical ship movement operations. Datum errors from sensors such as heading, speed and position are electronically filtered to increase reliability and accuracy of the vessel?s track along the planned course.

Any routes planned with the ECDIS or Route Planning Station are automatically checked against shallow water or dangerous zone data and the operator is made aware of any such anomalies. The track control system in conjunction with ECDIS enables the ship?s progress to be accurately monitored by the high performance processing of real time data from GPS, speed log, gyrocompass and rudder commands to control the ship?s course and position to minimise any discrepancies between the planned and actual routes. A conning display is installed on the centre console displaying information including date/time, speed over the ground/water, ETA, course, heading, air and water temperatures, wind speed and direction, current direction and speed, pitching, rolling, propeller rpm and rudder direction. In addition, there is a docking display and an alarm display.

Late last year, Sperry Marine

introduced its next-generation IBS, called Vision FT, that incorporates the latest advances in marine navigation technology and combines all of the ship?s navigation sensors and systems into a completely integrated package. The centrepiece of the system is Sperry?s Voyage Management System (VMS) software, which provides easy and precise route planning and gives a clear real-time picture of the ship?s precise position and movement, along with radar targets and automatic identification system data, on an electronic chart display and information system.

Open architecture

Designed as an open-architecture platform, the Vision FT is easily upgradeable with the latest technological advances such as Sperry?s PocketBridge remote wireless multi-function handheld devices that will make it possible for the ship?s master and officers to view data from the IBS and other ship systems on a palm-type computer anywhere on the ship. Another new capability is NaviVision, an aircraft-style ?heads-up? display that projects vital ship navigation data

directly onto the bridge windows.

Another trend that is taking place in the market is that shipbuilders are increasingly offering their own brands of IBS. Mitsubishi HI in Japan already supplies its ?super bridge? which is an advanced navigation system supporting integrated bridge operations including automatic route renewal calculation by means of artificial intelligence and course control for collision and grounding avoidance. This system also offers the simultaneous convenience of safety, punctuality, fuel saving and easy one-man watch/operation throughout the voyage by making the best use of the latest weather forecast, chart and other data. The fuel saving aid provides a fuel consumption analysis for every route based on the latest weather data transmitted via INMARSAT. Samsung Digital Control Systems, a division of Samsung Heavy Industries of Korea, is also in the

market with their NARU-2000 Navigation System

Another shipbuilder about to get involved is Korea?s Hyundai Heavy Industries (HHI) which recently entered into an agreement with Transas to cooperate in the development of an IBS. It will jointly develop the new Hyundai – Transas intelligent bridge system (HTIBS) which will incorporate hardware and software elements from both companies. According to Andrey Vorobiev, director of Transas navigation business unit, the HTIBS is planned

to be available towards the end of

this year.

One of the issues that is of paramount importance when considering fitting an IBS is that of servicing and maintenance, which is where there could be a potential problem with systems provided by shipbuilders. In the case of the HTIBS, Transas will be providing the necessary after sales support through their existing worldwide service infrastructure.

The latest equipment to be included in IBS is the AIS and the navigator safety system. The latter is designed to monitor bridge activity and alert the master or other qualified navigators if the bridge becomes unattended. The system first alerts the officer of the watch through local alarm indication at the bridge unit and, if he is not responding, then alerts the master or other qualified officer. The system needs to conform to the requirements of IMO resolution MCS.128 (75) ?Performance standards for a Bridge Navigational Watch Alarm System? (BNWAS) and the bridge class notations for “one-man bridge operation”.

Manufacturers of IBSs are currently in a period of consolidation and any new developments will be confined to refining existing equipment and investigating the potential of wireless systems. However, ship owners and operators are generally cautious and conservative about the introduction of revolutionary technology and are reluctant to go beyond what is required by the various regulatory bodies such as the IMO and port state control.