MARNIS & POADSS

March 15th, 2009 by JCB
Posted in Features, Technical and Training | No Comments »

 

As you will be aware, the UKMPA have been involved in the European Maritime Navigation Information Services (MarNIS) project for four years and EMPA have been the project leaders for the development of the Portable Operational Approach and Decision Support System (POADSS) which developed from the Innovative Portable Pilot Assistant (IPPA) project which ran from 2000 – 2003.

Our “front man” on the POADSS project has been Southampton pilot, Nigel Allen who, along with other pilots from within EMPA, has achieved the rare distinction of producing a fully working unit on time and on budget. The project culminated in a successful live demonstration in Lisbon last October and the future now rests with how the manufacturers wish to develop the concept to the requirements of individual pilots and ports. POADSS is a highly sophisticated aid which incorporates the latest technology and although we all know it will never happen it actually has the potential to transfer the whole VTS to the pilot on the bridge. At its current state of development it is somewhat hampered by the necessity to have much of the hardware in a separate Interface Unit (IU) but since this unit has already been downsized within 12 months from a tea trolley (see issue 291 October 2007) it is probably only a matter of time before all the necessary components can be included in a single display unit. Nigel must be congratulated for his unflagging enthusiasm and dedication and Maarten Betlem and the Lisbon pilots also deserve a special mention for successfully concluding a complex project which has been a credit to the professionalism of pilots.

The following article details the key elements of POADSS and has been edited from the detailed final report produced by Dutch pilot, Maarten Betlem.

POADSS within the MarNIS Project  

The work on POADSS was undertaken as part of the MarNIS project under Work Package 4.2 (Port’s safety and infrastructural info on board vessels)

The other Work Package 4.1 in this Cluster was “Modern Vessel Traffic Management” and during the project intensive consultation took place between the two Work Packages to achieve the most beneficial results for both parties.

 

The MarNIS project is also linked to other European maritime research projects such as WATERMAN and EMBARC.

 

Initially the acronym POADSS stood for Portable Operational Approach and Docking Support System but Docking was subsequently changed to Decision, to better reflect the project’s aims.

 

The POADSS unit consists of three main elements, two onboard units and the ashore unit. One onboard unit is an Instrument Unit (IU) and the other is a laptop for displaying the available information and for receiving and transmitting data to and from the shore based unit by means of mobile broadband. Ashore this information exchange is organized by the POADSS Ground Server Station which sources data from VTS, tide / swell gauges etc. Thus, together with its own stored data, an independent comprehensive overview of ship’s static and dynamic information data, as well the surrounding traffic image and environmental conditions results in a comprehensive overview of all relevant parameters of the particular ship on her passage.

What will it do?

Most pilotage units monitor the vessels horizontal position (2D), whilst the POADSS also monitors the vertical position (3D) and all dynamic motions.

In summary, there are 4 main new applications:

• • Integration of an Inertial Measurement Unit (IMU) with Global Navigation Satellite Systems (GNSS) to accurately determine all dynamic movements of the vessel
• • Wireless broadband to exchange information in real time (Web Map Services)
• • Dynamic high density bathymetric data displayed on an electronic chart (enables a true dynamic safety contour)
• • Dynamic Under Keel Clearance (DUKC) software

The POADSS is intended to improve navigational safety and efficiency, reduce voice radio communications, access relevant information to maximise the usability of fairways and thus enhance the efficiency of the overall traffic flow.

POADSS has incorporated as much available ‘off the shelf’ hardware and software as possible in order to facilitate data exchange with the shore server. 

The Shore Server Station provides the following support:

• • VTM Stakeholders;
• • Dynamic Passage Planning and resource management 
• • Information inputs to support Dynamic Passage planning
• • Data logging.

 

 

Interoperability with the VTMS centre is a key element and by using Web Map Services (WMS) the overall VTS traffic image can be overlaid on the POADSS Electronic Navigation Chart (ENC).

WMS can also provide real time meteorological and hydrographical conditions along with temporary navigation notices

If the broadband connection is lost AIS information remains available via the vessel’s Pilot Plug Connection.

The Dynamic Under Keel Clearance (DUKC©) module is divided into two elements: predicted and actual. The predicted DUKC, is computed for each ship and passage prior to the passage and stored on the shore server and can be accessed at any time during the passage. The actual DUKC is established with cm accuracy by the POADSS Instrument Unit (IU)using the latest position, heading, speed, heave, roll (heel) and pitch (trim) and displayed on the laptop. Crucial for an accurate DUKC is the exact determination of the onboard position of the POADSS IU in relation to the ship’s dimensions, as well as, the ships stability data and the centre of gravity.

The predicted DUKC and the actual UKC are presented in graphical diagrams 

and comparison of both values will confirm that the actual UKC is within an acceptable safety limit to the predicted  DUKC. In practice the real time UKC is always greater than the predicted UKC because the latter is based on increased parameters to ensure safety.

Functional requirements

The ENC is the most important part of the display since the information must be accurate and not mask other essential information. However operating the POADSS mustn’t distract attention away from the essential task of overall safe navigation and therefore training is of fundamental importance. The POADSS software has therefore been developed to be ‘Port specific’ which results in it being much easier to use whilst piloting. 

Special consideration must also be given to integrating POADSS into the Bridge Resource Management structure in order to reduce the chance of single person error.

System components 

The existing two POADSS units contain the following modules:

 

The Instrument Unit (IU).

• o Integrated Global Navigational Satellite Systems (GNSS) / Inertial Measurement Unit (IMU) component;
• o Satellite Antenna;
• o RTK Antenna;
• o AIS Unit;
• o Electronic Motherboard;
• o Internal Communication to the User Interface Unit;
• o Battery Pack.

 

 

User Interface Unit (Laptop)

•  
  • o Windows XP;
  • o Dedicated Electronic Navigation Chart System/ ECDIS kernel;
  • o External Communication by means of Mobile Broadband to the POADSS Shore Server;
  • o Internal Communication to Instrument Unit by means of a Local Area Network. (WiFi);
  • o Dedicated POADSS software application, divided in:
    • ♣ Information Mode;
    • ♣ Planning Mode;
    • ♣ Navigation Mode;
    • ♣ Docking Mode.

 

 

The POADSS Shore Server (PSS) contains

•  
  • o Server 
  • o Network Switch;
  • o Tide data Server;
  • o DUKC Server;
  • o VTS – WMS Server;

 

The increasing use of Portable Pilotage Units (PPU’s) worldwide has resulted in a growing need for such units to be operated within a legislative framework. Achieving this will require close co-operation with international organisations such as the IMO and IEEC and this will be an important aspect of the implementation of the POADSS. Likewise, the POADSS Server station will need to conform to agreed standards in order to ensure the provision of quality assured information. 

Since this project began, there have been rapid advances in the technology available for stand alone PPU’s carried by pilots and many systems are already capable of accessing much VTS and hydrographic information without the separate IU box.

However, although the matter of PPUs has been raised in IMO NAV and STCW meetings, the IMO has not issued any definitive guidelines or regulations on what constitutes a PPU or how they should be used by Pilots. Currently the only formal requirement is that there must be an AIS “Pilot Plug” installed on the bridge of a ship that can be used by a Pilot with a PPU.

 

State of the Art

Since this project began, there have been rapid advances in the technology available for stand alone PPU’s carried by pilots and many systems are already capable of accessing much VTS and hydrographic information without the separate IU box.

However, although the matter of PPUs has been raised in IMO NAV and STCW meetings, the IMO has not issued any definitive guidelines or regulations on what constitutes a PPU or how they should be used by Pilots. Currently the only formal requirement is that there must be an AIS “Pilot Plug” installed on the bridge of a ship that can be used by a Pilot with a PPU.

 

Consultation with pilots

The POADSS project involved consulting with pilots currently using PPU’s which produced the following findings:

 

•  
  • • Most pilots prefer screen displays that are very simple and pragmatic. In general, little extraneous information is shown other than what is needed for the current situation or task-at-hand. For this reason the interest in having radar imagery or VTS information superimposed on the chart display is very port specific. However, some pilots (particularly river pilots) wanted to predict points for meeting or overtaking other ships. The AIS is crucial for this predictor facility.The display chosen by the pilot may be basic but the software allows the pilot to choose what to show and what to hide.  
  

HIGHLY DETAILED INFORMATION CAN BE DISPLAYED IF REQUIRED

•  
  • • Transit times varied within the survey group from 45 minutes to 13 hours. From arrival on the bridge the PPU is usually up and running within 2 – 3 minutes but if a pilot has to set up his own DGPS this might add another 2-3 minutes. The GPS antenna is normally clamped onto the railing on the bridge wing and if there are two antennae they are usually placed in a fore and aft fashion, and spaced one to four meters apart. This arrangement and distance are set into the software. If a specialized docking system is deployed, this might take up to 15 minutes to set up but in such cases two pilots are usually employed and one sets the equipment up while the other goes to the bridge.

 

•  
  • • Few pilots currently use radar integration but in Rotterdam VTS radar information is integrated in the PPU due to the large number of barges not fitted with AIS transponders.

 

•  
  • • Currently, relatively little VTS-related information is displayed on PPU’s. and digital VTS services are not widely available. This may change with the wider introduction of long range mobile broadband services such as Hyperlan or Wimax in the future..

 

•  
  • • Precise docking systems are widely used in Europe and Australia but far less so in North America. These systems are relatively expensive (about €50,000) and require that the chart data be large scale and highly accurate (+/- 1 meter or better). 
  

 

•  
  • • Some pilots specifically mentioned that an important advantage of using PPUs was video playback. Specifically, video playback of a pilot’s recorded voyage data can be useful for reviewing a passage, analysing an incident to establish “lessons learned” and for training.

 

•  
  • • Some pilotage organizations take training very seriously while others less so. All believe that a minimum level of hands-on training should be a prerequisite for carrying a PPU but there are differing opinions on how much and who should conduct it (e.g., a manufacturer or experienced pilots).
  • • Some pilots expressed their opinion that if mandatory PPU use is implemented there needs to be an agreed system of assessment and that there should be an approved standard operating procedure.
  • • The master must give permission to use the POADSS, in particular if it is using any ships systems such as AIS. 
  • • Civil liability is mostly excluded for the maritime pilot, with the exemption of negligence or flagrant fault. With a normal proper functioning POADSS, the legal position of the pilot isn’t changed with respect to his position without the use of the POADSS. 
  • • The responsibility of the pilot is to use all sources of information available to safely conduct the vessel.
  • • VTS and other organisations are in principle responsible for the content of the data and liable if the content proves to be incorrect. It doesn’t make any difference whether this information comes via the ships sensors (ie VHF) or via the POADSS.

 

 

Survey Conclusion

Each pilotage organization had significantly different requirements for a PPU and consequently there is no single “fits all” solution. However, each pilot group had a good understanding of what are their specific requirements were and the overall requirements for PODSS were considered to be that it should:

•  
  • • Be developed for vessels whose dimensions reach the limits of a fairway;
  • • Supply three dimensional position information of the vessel.
  • • Should be capable of undertaking Dynamic Passage Planning (DPP) including prediction of Dynamic Under Keel Clearance and display of the actual UKC. 
  • • Monitor and assess the available position accuracy 
  • • By using the POADSS in conjunction with Dynamic Passage Plan the maximum draft could be considerably increased and tidal windows widened without compromising the safety of the vessel or the safety and efficiency of other traffic. 

POADSS can provide all of the aforementioned requirements and therefore the commercial benefits of POADSS to the shipping industry are potentially considerable.

POADSS Conclusions

1.  
   1. 1. The development and demonstration of the POADSS have been successful and the majority of the determined objectives have been met.
   2. 2. The assembly of the POADSS Instrument Unit requires more research to come to an optimum. Off the shelf units are currently not designed for a portable unit which makes them cumbersome as well to expensive.
   3. 3. The development of Fibre Optic Gyro’s and Micro Electronic Motion Sensors (MEMS) is advanced and it is expected that within the next five years MEMS will be available with the required accuracy, reliability, dimensions, weight and cost for use in the POADSS.
   4. 4. Currently positioning and calibrating the POADSS correctly onboard is complicated.
   5. 5. The development of the POASDSS has resulted in the maximum of applications, which can be included within a PPU.
   6. 6. Resulting from the above the installation of a permanent 3D GNSS/IMU on board should be considered.  However the cost/benefit of the installation needs to be clarified to the ship owner/operator. 
   7. 7. The use of Web Map Services in Lisbon was very successful. The presentation of additional data in the form of graphical layers on top of the ENC is considered as the most efficient way of presenting this kind of information.
   8. 8. The application of Dynamic Under Keel Clearance was also very positively received during the demonstration in Lisbon. The presentation of the computed DUKC ashore with the actual UKC simultaneously on the POADSS laptop is seen as a major step forward for navigating in shallow waters.
   9. 9. All the information/data exchange depends on a reliable wireless broadband link. In Lisbon a commercial broadband link was used which proved to be very good but not perfect. The coverage depends on the number of users and the capacity of the accessible relay stations. It is anticipated that Wimax (see page …)will be implemented in the next few years, but Harbour Authorities and pilots may need to come to special arrangements with the providers or a dedicated Wimax network can be installed. A satellite connection is considered as being too expensive for POADSS applications.
   10. 10. With the development of E-Navigation there is a good opportunity to integrate the POADSS into Integrated Bridge Systems and to install some components of the POADSS onboard. This could possibly result in a dedicated pilotage console within the integrated bridge layout.