EP1247270A1

EP1247270A1 - Sea surveillance method

Info

Publication number: EP1247270A1
Application number: EP00988938A
Authority: EP
Inventors: C. Thales Intellectual Property JANKOWIAK; G Thales Intellectual Property COPPIN; Jean-Luc Thales Intellectual Property VOIRIN
Original assignee: Thales SA
Current assignee: Thales SA
Priority date: 1999-12-21
Filing date: 2000-12-15
Publication date: 2002-10-09
Also published as: FR2802691A1; US20030028293A1; AU2527401A; JP2003518307A; FR2802691B1; WO2001046932A1; CA2395081A1

Abstract

The invention concerns a method and a device for sea surveillance. The method comprises at least: a first step (101) which consists in periodically collecting maritime traffic data by co-operating ships (NC, NC1, NC2, NC3) passing through the surveillance zone (21) based on their navigation equipment, the ships sending the data to a main sea surveillance centre (29); a second step which consists in managing the global traffic condition carried out by the main centre on the basis of the data collected by the co-operating ships, each ship thus providing a local traffic condition. The invention also concerns a device for implementing said method. The invention is particularly applicable to sea surveillance and maritime control to improve traffic security.

Description

Maritime surveillance process

The present invention relates to a method and a device for maritime surveillance. It applies in particular in the context of maritime surveillance and control to improve traffic safety.

To improve the safety of maritime traffic, it is in particular necessary to respect and have users respect navigation rules. It is also necessary to provide navigators and supervisory and control authorities with the information and tools to better navigate.

Radar images, electronic maps, satellite positioning systems, means of telecommunications on board ships and in shore centers are generally the tools used by navigators and controllers. These tools, which are notably elements of integrated maritime and port traffic management systems, have certain drawbacks.

A first series of drawbacks resides in the fact that the radar field of vision of the controllers in the centers on land is limited. Each surveillance zone by the shore centers is limited to the coverage area of the radar means on the ground. For example, for the English Channel, the existence only of a first center in Brest, a second in Jobourg and a third in Calais implies ignorance of the traffic existing outside their close perimeters. This results in particular, outside these perimeters:

- difficulty in organizing rapid rescue from ships present in the area;

- lack of detection and / or anticipation of risk situations;

- a lack of continuous traffic monitoring;

- absence of traffic prediction over the entire area to be monitored;

- ignorance of the position of the vessels. Other disadvantages lie in the fact that small vessels are not equipped with radar and have only a visual knowledge of the traffic in their navigation areas. This is reflected in particular by:

- a lack of detection and / or anticipation of risk situations by the users themselves;

- an absence of collective control of navigation.

An object of the invention is in particular to overcome all of these drawbacks. To this end, the subject of the invention is a method for monitoring maritime traffic which comprises at least:

- a first step in the periodic collection of maritime traffic information by cooperative ships transiting in the surveillance zone from their navigation equipment, the ships sending the information to a main maritime surveillance center;

- a second stage of management of the overall traffic situation carried out by the main center from data collected by cooperative vessels, each vessel thus providing a local traffic situation. The invention also relates to a device for implementing the method.

The main advantages of the invention are in particular that it increases the capacity for controlling maritime traffic, that it allows better optimization of commercial investments through better navigation, that it allows the monitoring of ships deliberately wishing to remain discreet, than that it provides ships with a privileged channel for raising personalized alerts from a center on land, and that it makes it possible to cover a large maritime area in an economical manner. Other characteristics and advantages of the invention will become apparent from the following description given with reference to the accompanying drawings which represent:

- Figure 1, the possible steps of a method according to ^the invention;

FIG. 2, an example of a situation for collecting maritime traffic information in the context of the invention; FIG. 3, an example of tracking a ship in a maritime traffic area by the means of the invention,

- Figure 4, a possible embodiment of a device according to the invention

FIG. 1 illustrates the possible stages of the process according to the invention The method comprises two main stages, a first stage 1 of developing the global situation of maritime traffic and a second stage 2 of collective exploitation of this global situation The first stage 1 includes a first sub-step 101 of periodic collection of local traffic situations and for example a second sub-step 102 of management of the overall traffic situation

The second step 2 comprises a first sub-step 201 of distribution to subscribers of the required maritime traffic situation, a second sub-step 202 of presentation to the subscriber of the information extracted and a third sub-step 203 of retrospective management of maritime traffic Examples of the implementation of these stages and sub-stages are described below.

The first step therefore includes a first sub-step 101 of periodic collection of local maritime traffic situations. The invention notably uses the fact that nowadays many ships are equipped with radar and can then have a vision of all the boats and ships present in their vicinity Currently, this knowledge of traffic remains unfortunately unfortunately local, that is to say - say does not leave the ship carrying a radar In this first step 101 the radar situations developed on board the ships and present in the area to be monitored are collected These ships which have a radar and which provide this traffic information will be called by The continuation of cooperative ships In addition to this information collected on cooperative ships, there is also the information conventionally collected by coastal surveillance centers

FIG. 2 illustrates a situation of collecting traffic information carried out in the first step This figure presents a surveillance zone 21, situated between the two dotted lines, along a coast

22 As an example, three shore-based surveillance centers CT1, CT2, CT3 are represented, located on land and each having radar coverage. data 23, 24, 25 and three cooperative vessels NC1, NC2, NC3 having radar coverage given 26, 27, 28. Four unknown vessels NU, NI2, NI3, NI4 are also represented, always by way of example. A first unknown vessel NU is detected inside the radar coverage of a first shore-based surveillance center CT1. A second unknown ship NI2 is detected by a first cooperative ship NC1. A third unknown vessel NI3 is detected by the second shore-based monitoring center CT2. Finally, a fourth unknown ship NI4 is detected by the second cooperative ship NC2 and by the third cooperative ship NC3. The traffic information thus collected by the shore-based surveillance centers and by the cooperative vessels is routed, for example periodically, to a regrouping center 29 in order to have at this level a traffic image of the most complete area and the more precise. The data are transmitted to this grouping center 29 by an appropriate medium. This center 29 also includes means for storing each local traffic situation transmitted by a cooperative ship or by a shore-based monitoring center.

The coverage of the area to be monitored can for example be supplemented by the use of aircraft detection systems transiently flying over this area, which makes it possible to improve the identification of the traffic elements as well as the control thereof.

The data collected is for example formatted taking into account in particular the date of sampling, the position of the ship and the identity provided by the local operator. This first step therefore makes it possible to constitute the overall maritime traffic situation for a large area, in particular from local traffic information held by each of the cooperative vessels regularly transiting in this area. This traffic information comes from radar equipment on board ships. An advantage of the invention is that it allows in particular the monitoring of ships deliberately wishing to be discreet, that is to say non-cooperative, and this in an almost continuous manner.

The periodic collection of local traffic situations is followed by a step 102 of managing the overall traffic situation. This step is mainly implemented at the grouping center 29. This the center which in fact manages surveillance of the entire area will be called the main maritime traffic surveillance center.

In this step, the position of each vessel is readjusted with the latest data collected. The data received can for example be enriched with identity, cargo or destination information provided by cooperative vessels. The overall traffic situation can also be supplemented by environmental information such as, for example, weather information, information relating to accidents or information relating to port availability. Indeed, the current state of the art of radars fitted to ships makes it possible to obtain a certain wealth of environmental information. These radars also make it possible to determine the surface and the silhouette of the vessels detected, to make a classification, to obtain the speed and direction of the wind, the appearance of the sea and waves as well as the cloud density. It should be noted, however, that not all ships are equipped with such high-performance radars, in particular for cost reasons. In this case, they transmit for example only their position and their identification.

The position of each vessel is also maintained between two collections by extrapolation means which are based on the previous trajectories of each vessel but also in relation to other information. By way of example, FIG. 3 illustrates a monitoring of the position of an unknown vessel by the main surveillance center 29. The surveillance zone is the same as that of FIG. 2. The monitoring is carried out on an unknown vessel NI4. Its successive detected positions are represented by a first star 31, a second star 32 and a third star 33. The position of the ship NI4 is thus successively detected by the third cooperative ship NC3, by the second cooperative ship NC2 and by the second center at CT2 land, which transmit their information to the main monitoring center 29. The monitoring illustrated in Figure 3 can be supplemented and refined by information such as the departure time of the ship NI4 from the port, whose situation coincides for example with the third CT3 shore monitoring center, the navigation plan and the loading of the ship. All this information can be provided by the third CT3 monitoring center. NI4 vessel tracking requires no collaboration here on his part. This can in particular be of great interest for customs or police missions.

The method according to the invention therefore makes it possible to carry out effective surveillance in a given area which may be large, in particular due to the contribution of cooperative ships. The detection and classification of ships are made in particular by the detections and classifications of the data provided by the shore centers and by cooperative ships entering this area, as well as the identification and position monitoring of ships. The main monitoring center 29 includes, for example, means for periodically archiving the overall traffic situation, in particular for the purpose of retrospective operation.

After the development of the overall situation of maritime traffic, the method according to the invention comprises for example a series of steps 201, 202, 203 allowing the collective exploitation of this overall situation.

A first step 201 notably consists in distributing to subscribers the required maritime traffic situation, that is to say an interesting or useful traffic situation for these subscribers. These subscribers are for example navigators, maritime traffic controllers or fleet operators. To this end, the main monitoring center 29 broadcasts the overall situation of maritime traffic through the appropriate media. For example, it collects and decrypts information supplied by subscribers beforehand, so that it only distributes to each subscriber the information to which it is entitled. There is thus a filtering of information according to the subscribers. This filtering can also be done by means equipping the subscribers.

A second step 202 notably consists in presenting to each subscriber the information extracted from the previous filtering. The grouping center notably allows each subscriber to view the maritime traffic situation, this situation being associated with the local cartography relating to the subscriber. It communicates in particular the data specific to each selected vessel such as for example the identity, the route, the speed, the ports of departure and destination or the type of cargo. It alerts the subscriber in case of detection of a dangerous situation and proposes an optimum plan in the organization of rescue in the event of an accident.

The invention therefore makes it possible to give all the navigators and maritime traffic controllers visibility on the traffic within a large area 21, without commensurate measurement with that provided by the means usually employed, by broadcasting periodically the overall traffic situation and allowing the visualization of all or part of the traffic. An advantage of the invention is in particular that it provides a privileged channel for raising personalized alerts from the main monitoring center 29.

A third step 203 can for example be provided. This step consists of a posteriori management of maritime traffic. For this, the global situation is periodically archived. From the data thus archived, the a posteriori management of the traffic can for example consist in reconstructing the course of a ship, in producing statistical traffic reports or even in predicting the traffic.

FIG. 4 illustrates by a block diagram a device for implementing the method according to the invention. Such a device comprises at least one network of cooperative ships NC passing through the zone 21 to be monitored and the main monitoring center 29. To these two elements, for example, there are advantageously added the shore-based monitoring centers usually used. Optionally, planes passing through the area to be monitored can be integrated into the device. The aforementioned means allow in particular the collection of maritime traffic information.

To ensure its function, a cooperative ship NC is equipped for example with a maritime surveillance radar 41, a satellite communications access terminal 42 and means 43 for collecting and shaping the information provided by the radar. edge 41 or more generally the navigation system. In particular, these means 43 take the data of the radar situation developed by the maritime surveillance radar 41, put this data in an adapted form taking into account in particular the date of sampling, the position of the cooperative vessel and the identity of the vessels detected supplied by the local operator, on board the cooperative vessel. These means transmit for example in encrypted form δ

traffic information to the main surveillance center 29, via the satellite communications access terminal. This terminal is for this purpose connected to an antenna 44. A ship 45 detected by a cooperative ship is itself a cooperative or non-cooperative ship. A device according to the invention also includes, for example, subscribers AB1, AB2. A subscriber may or may not be a cooperative vessel. It can also be a fleet operator of ships or a control center CT1, CT2, CT3 for maritime traffic control on land. It is notably equipped with the means set out below. If the subscriber AB2 is a ship, it comprises for example a satellite communications access terminal 42. If the subscriber AB1 is a fleet operator or a shore-based control center, it comprises for example a terminal 46 d access to a telematic network 20, for example the Internet network. Through these terminals 42, 46, the subscriber receives the information broadcast by the main monitoring center 29. A subscriber for example includes an electronic nautical chart 47 on which the local operator can carry out all the traditional monitoring operations. Finally, it includes means 48 for managing the local situation of maritime traffic. The input of these means is connected to the access means 42, 46, their output being for example connected to the electronic nautical chart 47. These means 48 include for example the following functions:

- receive, via the satellite communications access terminal 42 or the access terminal 46 to the telematic network, the information on the overall situation of maritime traffic broadcast by the main monitoring center 29;

- collect and decrypt information and filter that to which the subscriber is not entitled;

- view the maritime traffic situation superimposed on a nautical chart via the electronic nautical chart 47; - communicate to the operator the specific data of each selected vessel, such as for example the identity, the route, the speed, the ports of departure and destination, the type of cargo or the route taken;

- alert the subscriber if a dangerous situation is detected; - propose an optimum plan in the organization of assistance in the event of accidents;

- periodically archive local information.

The main monitoring center 29 includes for example the means described below. It therefore includes a satellite communications access terminal 42 associated with an antenna 44 for exchanging data with ships, in particular with cooperative and subscriber ships. It includes an access terminal 46 to the telematic network for exchanging data with ground actors, in particular information collectors and subscribers. It also includes, for example, an electronic nautical chart 47 on which an operator can carry out all the traditional navigation operations.

The main monitoring center 29 also includes means for managing the overall situation of maritime traffic 49 connected to the access means 42, 46 and for example to the electronic nautical chart 47. These means collect traffic information from ships. cooperative by receiving them via the satellite access terminal. This information being collected, they ensure in particular the management of the overall situation of maritime traffic by the following functions:

- readjust the position of each vessel with the latest data collected;

- maintain between two collections the position of each vessel, based in particular on previous trajectories and other information relating for example to the destination, but also based for example on environmental information;

- enrich the data of each vessel with, for example, identity, cargo or destination information; - complete the overall situation with environmental information such as, for example, information relating to meteorology, accidents or port availability,

- periodically archive the overall situation for the purpose of retrospective operation; - visualize the maritime traffic situation superimposed on the nautical chart thanks to the electronic nautical chart; communicate to an operator 50 the specific data of each selected vessel, such as for example the data relating to its identity, its route, its speed, its ports of departure and destination, its type of cargo or its route borrowed;

- alert the operator 50 in the event of detection of a dangerous situation; - propose an optimum plan in the organization of assistance in the event of accidents.

The management means 49 of the main center 29 also disseminate information relating to the overall situation of maritime traffic to the management means 48 equipping the subscribers, via the satellite communication means 42, 44 or via the network communication means 46 telematics 20. This information is for example broadcast in encrypted form.

The management means 49 of the main center can also carry out a posteriori management of maritime traffic, for example by periodically archiving the global situation, by producing statistical traffic reports or by predicting traffic.

A device according to the invention therefore comprises for example a network of elements for collecting maritime traffic information. These elements are, for example, onshore surveillance centers, of the traditional type, and cooperative ships NC equipped with collection and shaping means 43 whose functions have been described previously. These collection means 43 use the information from the navigation equipment of cooperative ships, in particular their radar. The additional equipment necessary for a cooperative vessel to fulfill its task of collecting maritime traffic information essentially consists of collection means 43, since navigation equipment such as radar is already used elsewhere for traditional applications. Among these navigation equipment, there are also generally the means access to satellite communications 42, 44 used in particular by GPS systems. Optionally, the collection means 43 can equip planes fitted with radar and regularly fly over the area to be monitored. These planes are then cooperative and have the same function as a cooperative ship.

In addition to this network of actors in the collection of maritime traffic information, there is for example a network of subscribers, who may or may not be actors in the collection of information. These subscribers, who are therefore ships, maritime traffic control centers or flotilla operators for example, include means 48 for the local management of maritime traffic from information provided by the main center 29. These management means 48 still essentially constitute the additional equipment for accessing information insofar as the subscribers also use the means of access to satellite communications to a telematic network for their traditional applications.

Finally, the coordination, dissemination and central management of all maritime traffic information is ensured by the main monitoring center 29, essentially using its means for managing the overall situation of maritime traffic 49, the latter notably exchanging information with the means for collecting 43 cooperative elements and with the means for managing the local situation 48 of the subscribers.

The collection means 43 or management means 48, 49 are produced on the basis of processors, memory circuits and interfaces. Their material appearance is classic. They can, for example, be integrated into on-board computers or shore-based processing systems. They do not require any complex or costly specific hardware. An economic advantage of the invention therefore appears here. The latter allows effective surveillance over a large area with a limited overall surplus of equipment that is inexpensive.

Claims

1. Method for monitoring maritime traffic, monitoring being carried out in a given area (21), characterized in that it comprises at least:

- a first step (101) of the periodic collection of maritime traffic information by cooperative ships (NC, NC1, NC2, NC3) transiting in the area (21) from their navigation equipment, the ships sending the information to a main maritime surveillance center (29);

- A second step (102) of managing the overall traffic situation carried out by the main center on the basis of data collected by the cooperative ships, each ship thus providing a local traffic situation.

2. Method according to claim 1, characterized in that the information collected is provided by the radars on board the ships.

3. Method according to any one of the preceding claims, characterized in that the information is also collected by maritime surveillance centers (CT1, CT2, CT3) located on land.

4. Method according to any one of the preceding claims, characterized in that the overall situation is archived periodically.

5. Method according to any one of the preceding claims, characterized in that each local traffic situation is archived.

6. Method according to any one of the preceding claims, characterized in that in addition to the position of a detected ship (NI4), the cooperative ships provide the main monitoring center (29) with environmental information.

7 Method according to any one of the preceding claims, characterized in that it comprises a step (2) of collective exploitation of the overall situation of maritime traffic where the main monitoring center (29) distributes to subscribers the situation of maritime traffic required

8 Method according to claim 7, characterized in that the subscribers are ships, maritime traffic controllers or fleet operators

9 Method according to any one of the preceding claims, characterized in that the collection of maritime traffic information is also carried out by an aircraft passing through the zone to be monitored

10. Maritime surveillance device, surveillance being carried out in a given area (21), characterized in that it comprises at least one network of cooperative ships (NC, NC1, NC2, NC3) and a main maritime surveillance center, a cooperative vessel (NC) comprising at least ^•

- means (43) for collecting and formatting maritime traffic information supplied by the navigation system, - means (42, 44) for routing the formatted information to the main surveillance center (29),

the main surveillance center comprising at least

- means (49) for the overall management of maritime traffic from data transmitted by cooperative vessels,

- means (42, 44) for communicating with cooperative vessels

11 Device according to claim 10, characterized in that it further comprises, equipping subscribers (AB1, AB2), means (48) of local management of maritime traffic and means of communication (42, 44, 46, 47) enabling the local management means (48) to receive traffic information required from the means of global management of maritime traffic (49).

12. Device according to any one of claims 10 or 11, characterized in that the collection means (43) take the data of the radar situation developed by a maritime surveillance radar fitted to the cooperative ship and put this data in a form adapted.

13. Device according to any one of the preceding claims, characterized in that the collected data are routed to the main monitoring center by a satellite communications access terminal (42).

14. Device according to claim 11, characterized in that a subscriber (AB2) being a ship, its local situation management means (48) receive the maritime traffic information via a satellite communications access terminal ( 42).

15. Device according to claim 11, characterized in that a subscriber (AB1) being on the ground, its local situation management means (48) receive the maritime traffic information via an access terminal (46) to a telematic network (20).

16. Device according to any one of claims 10 to 15, characterized in that an electronic card is connected to the means for managing the overall maritime situation (49) to display the overall maritime traffic situation.

17. Device according to any one of claims 11 to 16, characterized in that among subscribers, an electronic card is connected to the means for managing the local maritime situation (49) to display the situation of local maritime traffic relating to the 'subscriber.

18. Device according to any one of claims 11 to 17, characterized in that the means for managing the local maritime situation (48) comprises means for filtering the data to which the subscriber is not entitled

19 Device according to any one of claims 11 to 18, characterized in that the means for managing the global maritime situation (49) include means for encrypting the information they disseminate, the means for managing the local maritime situation (48) comprising means for decrypting this information