Navigation & Communication

7/31/2019 Navigation & Communication

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Module 3


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is the process of monitoring andcontrolling the movement of a craft or vehiclefrom one place to another.

It is also the term of art used for the specializedknowledge used by navigators to performnavigation tasks.

All navigational techniques involve locating thenavigator's position compared to knownlocations or patterns.


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The latitude of a place on the Earth'ssurface is the angular distance north or southof the equator.

Similar to latitude, the longitude ofa place on the Earth's surface is the angulardistance east or west of the prime meridian or

Greenwich meridian.


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Most modern navigation relies primarily on positions determined electronically by receivers collectinginformation from satellites.

Most other modern techniques rely on crossing lines of position or LOP. A line of position can refer to twodifferent things: a line on a chart and a line between the observer and an object in real life. A bearing is ameasure of the direction to an object.If the navigator measures the direction in real life, the angle can thenbe drawn on a nautical chart and the navigator will be on that line on the chart.

In addition to bearings, navigators also often measure distances to objects On the chart, a distanceproduces a circle or arc of position. Circles, arcs, and hyperbolae of positions are often referred to as

lines of position. If the navigator draws two lines of position, and they intersect he must be at that position. A fix is the

intersection of two or more LOPs.

If only one line of position is available, this may be evaluated against the dead reckoning position toestablish an estimated position.

Lines (or circles) of position can be derived from a variety of sources: celestial observation (a short segment of the circle of equal altitude, but generally represented as a

line),

terrestrial range (natural or man made) when two charted points are observed to be in line witheach other,

compass bearing to a charted object, radar range to a charted object, on certain coastlines, a depth sounding from echo sounder or hand lead line.

There are some methods seldom used today such as "dipping a light" to calculate the geographic rangefrom observer to a lighthouse


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Description Application

Dead reckoning is the process of

estimating present position by projecting course and

speed from a known past position The new position is

called a DR position. It is generally accepted that only

courseand speeddetermine the DR position. Correcting

the DR position for leeway, current effects, and steering

error result in an estimated position or EP. An inertialnavigator develops an extremely accurate EP.

Used at all times.

involves navigating in restricted waters with

frequent determination of position relative to geographic

and hydrographic features.

If the ship is equipped with an ECDIS, it is reasonable for

the navigator to simply monitor the progress of the ship

along the chosen track, visually ensuring that the ship is

proceeding as desired, checking the compass, sounder

and other indicators only occasionally.

When within sight of land.

Electronic Chart Display and Information System

navigation involves reducing celestial

measurements to lines of position using tables, spherical

trigonometry, and almanacs.

Such systems are in use as well for terrestrial navigating

as for interstellar navigating. By knowing which point on

the rotating earth a celestial object is above and

measuring its height above the observer's horizon, the

navigator can determine his distance from that subpoint.

Used primarily as a backup to satellite and other

electronic systems in the open ocean.

uses radio waves to determine position

by either radio direction finding systems or hyperbolic

systems, such as Decca, Omega and LORAN-C.Losing ground to GPS.

uses radar to determine the distance

from or bearing of objects whose position is known. This

process is separate from radars use as a collision

avoidance system.

Primarily when within radar range of land.

uses artificial earth satellite systems,

such as GPS, to determine position.Used in all situations.
http://en.wikipedia.org/wiki/File:Cruising_sailor_navigating.jpg


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Ship communication equipment comprises facilities andequipment providing two-way communication bothaboard and between the ship and the outer world(shore, port, other ships and carrier vehicles, etc).Communication equipment serves to receive andtransmit alarm, emergency signals, navigation warnings,meteorological and hydrological forecasts, medicalinformation and service and private messages.

Such simplest devices as megaphone, semaphore,searchlight, as well as modern global maritime distress

and safety system (GMDSS), satellite communicationsystems and command broadcast apparatus can beused as the ship communication equipment.


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GMDSS based on International Convention for the safety of life at sea (SOLAS) was brought intoservice more than ten years ago. The system ensured to consolidate marine ships communication,satellites and coast stations. Earlier the signal of the injured vessel was received by ships within aradius of less 200 marine miles, and today, with GMDSS, emergency report can be receive in anypoint of the World Ocean. Signalling simplicity is another advantage of GMDSS. To do so, you neednot radio operator skills, just press one of the buttons located not only in the radio cabin but atseveral points of the ship.

GMDSS comprises equipment, infrastructure as well as code of engineering controls and rules.GMDSS requirement cover international route passenger and cargo ships with deadweight over 300tons, and by decision of the country of registration, non-conventional vessels (coasters, fishingships, etc.).

INMARSAT satellite network including radio-transmitting sets;

COSPAS-SARSAT satellite network including emergency beacons;

Digital Selective Call (DCS) ground communication systems; NAVTEX system;

SART emergency radar transponder.


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is the basic system of earth coverage satellitecommunication. It comprises geostationary satellites,coast earth stations and user stations. For signaltransmission, special onboard radio transmitters(terminals) are used. Depending on the model, terminals

can be used for connection with mobile telephones, SMSand MMS sending and for internet access (includingbroadband access). COSPAS-SARSAT is designed fordetermination of geographical coordinates andallegiance of ships in distress. It comprises several low-

earth-orbit and geostationary satellites, network of datareceiving and processing stations, network ofcoordinating centers and emergency beacons. The lastare 406 and 025 MHz onboard radio transmitters


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ground communicationsystems use transmitters initially calling onboardand coastal stations with the purpose of reportingemergency situation, confirming and broadcasting

the call, informing message transmission, andcommunicating via active channel. It is necessary toremember that DSC is used just for the initial call.The subsequent communication is maintained via

radiophone, telex or other available communicationlink. DSC operates in MF, HF and USB bands.


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is another international automatedreporting system. It is used by navigators incoastal areas for transmission of navigationwarnings and meteorological information

printed in English. It operates in on a MWfrequency of 490 and 518 KHz (in the area ofSuez Canal 4209.5 KHz is also used). Thissystem requires installation of onboardreceivers.


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emergency radar transponder helpsdetermine ship location via signal transmission toradiolocation stations. This manual device operatesat 9 GHz, and covers territory within a radius of 8marine miles. In accordance with SOLASrequirements, at least one radar beacontransponder is to be installed at ships with grosscapacity up to 500 tons, and at least 2transponders, if gross capacity is over 500 tons.

Finally, communication system diagnostic devices(testers) are the separate range of GMDSS products.


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The ( ) is anautomated tracking system used on ships andby Vessel Traffic Services (VTS) for identifyingand locating Vessels by electronically

exchanging data with other nearby ships andVTS stations. AIS information supplementsmarine radar, which continues to be the primarymethod of collision avoidance for watertransport.


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GMDSS is designed for providing communication between thevessel and the outer world. Public address or commandtranslation systems are used for onboard annunciation. Viathese systems, the crew and passengers can be informed onemergency and critical situations as well as informationalmessages can be transmitted.

Command broadcast apparatus is to meet SOLAS commandbroadcast facility requirements, and have enhancedmoistness, corrosion and strain tolerance. It is desirable to

integrate CBA with other onboard security systems (firedetection, alarm signal, blast signal management systems,etc).

Generally, CBA comprises several remote control panels,posts of two-way public address system, microphones, loud-

speakers, and sound reproducing systems.


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In addition to GMDSS, personal satellite systemsproviding two-way connection in any place of the world(Iridium, Globalstar, Turaya) were designed and aresuccessfully operated.

These systems use their own low-earth-orbit satelliteswhich ensures reducing delay of the sent or receivedsignal, and significantly lower satellite phone weightand dimensions.

Personal satellite system telephones are manufacturedby such well known companies as Motorola, Ericsson,Telit and Qualcomm. A number of supplying companiesoffers telephone leasing.


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Theis an international maritime

safety treaty.

The SOLAS Convention in its successive forms isgenerally regarded as the most important of allinternational treaties concerning the safety of

merchant ships.


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The first version of the treaty was passed in 1914 in response to the sinkingof the RMS Titanic. It prescribed numbers of lifeboats and other emergencyequipment along with safety procedures, including continuous radiowatches.

Newer versions were adopted in 1929, 1948, 1960, and 1974.

The intention had been to keep the convention up to date by periodicamendments, but the procedure to incorporate the amendments proved tobe very slow: it could take several years for the amendments to be put intoaction since countries had to give notice of acceptance to IMO and there wasa minimum threshold of countries and tonnage.

As a result, a complete new convention was adopted in 1974 which includesall the agreements and acceptant procedures. Even the Convention wasupdated and amended on numerous times, the Convention in force today issometimes referred as SOLAS 1974, as amended.


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The main objective of the SOLAS Convention is to specify minimumstandards for the construction, equipment and operation of ships,compatible with their safety. Flag States are responsible forensuring that ships under their flag comply with its requirements,and a number of certificates are prescribed in the Convention asproof that this has been done.

Control provisions also allow Contracting Governments to inspectships of other Contracting States if there are clear grounds forbelieving that the ship and its equipment do not substantiallycomply with the requirements of the Convention - this procedure isknown as Port State Control. The current SOLAS Convention includes

Articles setting out general obligations, amendment procedure andso on, followed by an Annex divided into 12 Chapters.


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The 1960 Convention which was activated on 26 May 1965 was the first majorachievement for International Maritime Organization (IMO) after its creation andrepresented a massive advance in updating commercial shipping regulations and instaying up-to-date with new technology and procedures in the industry.

The 1974 version simplified the process for amending the treaty. A number of

amendments have been adopted since. The latest Convention in 1974 included the"tacit acceptance" procedure whereby amendments enter into force by default unlessnations file objections that meet a certain number or tonnage.

In particular, amendments in 1988 based on amendments of International RadioRegulations in 1987 replaced Morse code with the Global Maritime Distress SafetySystem (GMDSS) and came into force beginning 1 February 1992. An idea of the range

of issues covered by the treaty can be gained from the list of sections (


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One especially important feature of the Convention is that itapplies to ships of non-party States when visiting ports ofStates which are Parties to the Convention. Article X requiresParties to apply the control measures to ships of all flags tothe extent necessary to ensure that no more favourabletreatment is given to ships entitled to fly the flag of a State

which is not a Party than is given to ships entitled to fly theflag of a State that is a Party.

The difficulties which could arise for ships of States which arenot Parties to the Convention is one reason why theConvention has received such wide acceptance. By December

2000, the STCW Convention had 135 Parties, representing97.53 per cent of world shipping tonnage.


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For example: II/2 Deck / Management

DeckEngineering

NOTE: STCW Codes that begin with numbers other than II/ or III/ do notdesignate the capacity a mariner can serve in. They would generally indicatetraining that had been accomplished, i.e. certificates that show compliancewith VI/1 indicate completion of Basic Safety Training because that is theregulation that is defined by chapter VI of the STCW Code.

OperationalManagement


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Mandatory minimum requirements for certification of officers in charge of a navigationalwatch on ships of 500 gross tonnage or more

Every officer in charge of a navigational watch serving on a seagoing ship of 500 grosstonnage or more shall hold a certificate of competency.

Every candidate for certification shall:1. be not less than 18 years of age;2. have approved seagoing service ofnot less than 12 months (current version 6

months)as part of an approved training programme which includes onboardtraining that meets the requirements of section A-II/1 of the STCW Code and isdocumented in an approved training record book, or otherwise have approvedseagoing service of not less than 36 months;

3. have performed, during the required seagoing service, bridge watchkeeping dutiesunder the supervision of the master or a qualified officer for a period of not lessthan six months;

4. meet the applicable requirements of the regulations in chapter IV, as appropriate,for performing designated radio duties in accordance with the Radio Regulations;

5. have completed approved education and training and meet the standard ofcompetence specified in section A-II/1 of the STCW Code; and

6. meet the standards of competence specified in section A-VI/1, paragraph 2,section A-VI/2, paragraphs 1 to 4, section A-VI/3, paragraphs 1 to 4 andsection A-VI/4, paragraphs 1 to 3 of the STCW Code.


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