EP3844060A1 - Method and system to improve navigation safety for sea-going vessels in hazardous waters - Google Patents
Method and system to improve navigation safety for sea-going vessels in hazardous watersInfo
- Publication number
- EP3844060A1 EP3844060A1 EP19853787.0A EP19853787A EP3844060A1 EP 3844060 A1 EP3844060 A1 EP 3844060A1 EP 19853787 A EP19853787 A EP 19853787A EP 3844060 A1 EP3844060 A1 EP 3844060A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vessel
- seamarks
- signalling
- time
- information
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
- G01S7/003—Transmission of data between radar, sonar or lidar systems and remote stations
- G01S7/006—Transmission of data between radar, sonar or lidar systems and remote stations using shared front-end circuitry, e.g. antennas
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B45/00—Arrangements or adaptations of signalling or lighting devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B49/00—Arrangements of nautical instruments or navigational aids
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/937—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of marine craft
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
- G01S15/88—Sonar systems specially adapted for specific applications
- G01S15/93—Sonar systems specially adapted for specific applications for anti-collision purposes
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
- G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
- G01S7/021—Auxiliary means for detecting or identifying radar signals or the like, e.g. radar jamming signals
Definitions
- the present invention relates to a method and system to improve navigation safety for sea going vessels in hazardous waters, as indicated in the preamble of attached claims 1-3 and
- the invention therefore intends to improve the navigation safety for vessels and thereby also improve their safety of sailing, maintaining a safe speed in particular in regions exposed to hazards and situations which in turn may lead to e.g. running aground or collisions between vessels, structures and plants etc.
- improvement of safety is highly desirable.
- the invention aims at causing a maximum robustness and safety against operational disturbances, external influences, sabotage or the like, in order in that manner at any point of time maintaining the major function of the invention, i.e. improving safety of navigation within a range of coverage where use of the invention is made possible. It is also intended that the invention as such should be independent of navigation information and installations/equipment on the vessel to obtain the intended safety for navigation and manoeuvering under difficult conditions of sailing, in order that a master of the vessel at any time and place has a perception of situation of the position/ movement of the vessel relative to external references.
- the invention in addition aims at visual guidance of traffic in unsafe fairways by establishing dynamically activatable seamarks.
- DSGS Distributed Ship Guiding System
- DSGS Distributed Ship Guiding System
- a form of acoustic signalling can be suitable, either as a single operating sonic source or as integrated part of seamarks.
- DSGS is distinguished substantially from prior art systems which assist navigation/ manoeuvering of sea-going vessels in narrow, hazardous waters in that all information to the master of the vessel is communicated visually and/or acoustically directly in the field of vision for outlook and without further installations or remedies onboard the vessel, yielding that DSGS’s are just as usable on vessels having a minimum of traditional navigation aids, as for vessels having an overcapacity of navigation aids.
- DSGS implies that positions and movements of a vessel continuously are registered, so that the mark systems at any time being relevant to the sailing route are activated.
- the activation takes place in the form of the respective seamarks being changed from an idle state into having an intensified signal level, e.g. level or mode of illumination which at any time and situation is adapted to weather and visibility, and contrast relative to surrounding and/or background illumination and/or light signals.
- the activation can also preferably comprise changes in the character of the respective seamarks or illumination systems, or combinations of characters, e.g illumination, colours, direction, sectors or other forms of contrast creating effects.
- Direction or sectors may of course also apply to sonic sources.
- seamarks all forms of visual or acoustic marking and/or signalling relative to fairway and/or other regions of traffic to obtain at any time a safe manoeuvring and maintenance of safe speed based on perception of situation by the master of the vessel by means of visual and/or acoustic signals referring to known positions.
- seamarks is understood all standard and non-standardized marksystems with or without illumination, and marks having additional functions for an extra visibility and/or contrast enhancing effects which can be made distinct by a controlled activation over a set time interval. Among these are visualized also use of different forms of activatable aligned mark systems and similar devices used for guiding vessels.
- Seamarks are used in the invention as a common term for all forms of sea marking, signalling, illumination alternatives in or at a fairway, sailing routes being arranged for a visual orientation observed from an operation location of the master of the vessel on the bridge of the vessel.
- the seamarks which are comprised by the invention are all that have an in-built activation function which can be remote controlled from a control unit and/or from a user/owner.
- Activatable acoustic signal sources are here also included in the common term of seamarks.
- illumination is meant also different forms of illumination in the form of light sources which illuminate a marking and/or a danger area.
- An example of these can be speed boat mark (HIL) with indirect illumination of a surface or a hazard.
- HIL speed boat mark
- marking are also described in the publication «Bottom-fixed marks with light» by the Coast Office (Kystverket).
- a further example of marking may be in the form of different contrast creating light signal effects, e.g. one or more of variation in colour, strength, movements, rotation, sector partition, focusing and pulsation (occulating), in order promote increased visual perception.
- the light source itself is visible directly or indirectly in that it illuminates a seamark or other marker near the fairway.
- DSGS is structurally arranged so that it, without regard to a case of system error or failure, can make use of built-in redundant functions to maintain its major functions.
- a major system is preferably subdivided into independent sub-systems which are not affected by errors, drop-outs, sabotage etc. in other part-systems of the major system. This means that the structuring in the different underlying safety systems are configured so that supply of visual and/or acoustic safety information is maintained uninterupted and at any time is maintained.
- One of the main objectives is invulnerability, i.e. independence from external assisting functions such as navigation- and time signal information.
- the system may also comprise a self-contained power supply. It may, however, be suitable that the system also can be synchronized with external time references from satellite based systems or the like, so that activation of the seamarks can be synchronized with satellite based navigation- and timing systems, i.e. systems which in real time follow traffic of vessels at sea.
- the system has a flexible structure which can be adapted to larger or smaller areas of coverage determined by the geometric distribution of sensors for calculation of position and movements of vessels, and the relevant and activatable seamarks for the sailing routes. Areas of coverage can be chosen based on hazardous fairway and/or requirement for guidance of vessels during different conditions of weather and visibility, along longer or shorter coast distances or «waterways», at arrivals to and departures from harbours, and at traffic close to installations like e.g. marine farms, windmill parks, platforms or other devices that can pose a hazard to installation and/or vessel.
- a controlled signalling can take place from set positions in the form of acoustic signal sources, e.g. horns, sirens or other forms of sonic sources, inter alia as a hazard or alarm alert in a given situation, partly as a supplement and partly in situations where conditions of visibility are too bad for a visual orientation.
- Acoustic signalling being a seamark may have particular advantages under such bad conditions of visibility that even powerful visual signal sources/methods have limited effect.
- a signalling may be limited to acoustic signalling methods.
- Acoustic forms of signalling have great advantages, inter alia a relatively simple and energy saving device with a large spectrum of variations of forms of signal relays, such as variations in amplitude, frequency, intervals, codes like Morse codes or the like which in turn can relay important information to the vessel, such as the seamark identity in hazard alert situations.
- Activatable forms of acoustic signalling may advantageously be as an integrated part in visual seamarks and/or as an independent unit localized at a position which is suitable for guiding of vessels based on acoustic signalling.
- Alarm- or hazard alert can e.g. take place upon moving beyond a safety zone border, e.g. related to marine farming plants, windmills or windmill parks, platforms and/or other regions which can yield a hazard for the vessel itself and/or for an area which the vessel approaches.
- a safety zone border e.g. related to marine farming plants, windmills or windmill parks, platforms and/or other regions which can yield a hazard for the vessel itself and/or for an area which the vessel approaches.
- vessels may be alerted in time by means of activated seamarks and thereby be shown a safe way out of a hazardous region. An alert may also be relayed to user/owner of the hazardous region.
- activated seamarks As a secondary effect of activated seamarks, also other vessels, including small boats and/or other sea-going traffic without operative radar and which are located in or in immediate vicinity of a much used fairway, can be alerted by means of the activated seamarks, irrespective of these being activated by the vessel itself or by nearby moving vessel . An alert will then be in the form of visual observation of activated seamarks, but also acoustic alerting functions may be activated during extremely difficult conditions of visibility.
- Activatable seamarks will of course be possible to activate by a form of overriding in the method and the system, either by the user/owner of the seamarks with associated regions or installations, or another form of remote control or function start-up, e.g. via a coded radar signal from a vessel.
- a control function which compares vessel reported position- and movement data (AIS) with DSGS registered/calculated position-and movement data, which contributes to control of the other reported vessel related data matching known information about the vessel, e.g. from a local database in the system and/or by a method such as described in Norwegian Patent No. 334,246.
- the data will be stored in a database which is kept updated by the system.
- Activation of seamarks is configured in order to also be able to relay visually recordable additional information which is relevant for the situation.
- the signals may have an identifying character.
- the signals can provide a relay of the actual traffic situation such as a pre-alerting of traffic in opposite direction and/or traffic that may cause a hazard situation, such as collisions, running aground etc.
- Another form of important information relay which is relevant for the position/movement and sailing conditions for the vessel may include an alerting function on locally registered signal errors or quality uncertainty from a satellite based navigation system, such as GNSS (AIS, GPS) or the like used by the respective vessels upon entering and leaving a covered region where the system and the method are used.
- GNSS satellite based navigation system
- a substantial part of the invention is to obtain non-vulnerability and high safety against sabotage, technical errors/error sources, including also the human failure which can constitute a real or the largest factor of uncertainty. Also, there has been put great weight on the system being able to function by itself independent of external influences which could have caused system failure, e.g. sabotage and acts of terror.
- the system can in principle function as a closed system consisting of an internal communication between the units for determination of position, and control system for activation of those, at any time for the situation, actual seamarks being included in the total system and their characteristics of marking.
- the total system, including seamarks can preferably have independent power supply from batteries, solar cells, wind power, wave power or the like.
- a sailing model which is representative of a vessel in an establishing phase which starts just before and is updated continuously throughout the entire movement of the vessels inside a region of coverage in order in such manner still being able to maintain guiding function even at an almost total system failure.
- This can be made by activating the respective seamarks using a somewhat expanded time-margin of safety, so-called «slot-time».
- the sailing model is substantially based on the registered speed-profiles of the system adapted to the actual route of sailing, and supplemented by any other available information related to the movement pattern of the respective vessel, e.g. such information being relayed via the AIS system, a traffic control unit VTS or the like.
- the prediction ability of the model will be optimized, i.e. achieving good accuracy during that time, the «slot-time», which the activating phase is to be maintained in order to safeguard perception of orientation by the master of the vessel through the entire sailing route.
- the vessel As a control function of the the visual perception of the traffic situation by the master of the vessel, i.e. position and movement of the vessel relative to the activated seamarks, it may be appropriate to let the vessel be equipped with a photogrammetric registering/camera function which continuously records movements of the vessel relative to seamarks in or through a fairway.
- the range of registration will be dependent on the conditions of visibility which by means of the activated seamarks are strongly enhanced.
- the photogrammetric registering wil be included as an important parameter for calculation of movement pattern of the vessels relative to the seamarks being activated at any time, e.g. in connection with prediction of sailing route, calibration, demonstration, teaching.
- Fig. 1 shows a simple presentation of a system, according to the invention, for guiding vessels in a hazard exposed fairway and where positions and movements of one vessel or multiple vessels can continuously be calculated based on the radar signals transmitted from the vessel or the vessels.
- Fig.2 is a block schematic showing in a system how the respective sensors and seamarks can communicate with a control unit which receives sensor generated signals, and activate those, at any time and in any situation, optimal combinations of seamarks.
- Fig.3 shows a typical fairway, e.g. one or multiple river stretches, fjords with or without fjord arms, vessels being guided via activatable seamarks.
- Fig.4 shows a section of a fairway where vessels are equipped with a photogrammetric registering device as a backup/control function.
- the detectors may be selfcontained sensor units, e.g. 3 and/or 3.2, where the signal transfer to a control unit 10 is made via cable or a wireless connection. Both the detectors 3 and 3.2 and the seamarks 4 are connected to a central processing- and control unit 10 via a closed network 11 in the form of cable and/or wireless connections.
- the cable connection renders possible both power supply and signal transfer, as well as activation.
- Wireless connection may preferably have local power supply in the form of solar cells and batteries, not shown on the figure.
- Seamarks 4 are used here as a common term for all forms of marking and illumination signalling alternatives from these seamarks in or at fairway and/or sailing routes which are configured for a visual and/or acoustic orientation, such as observed from the observation post of the master of the vessel on the bridge of the vessel.
- Other forms of signalling may also be visualized, such as acoustical and optical methods for relaying information, alerts and/or alarms which are appropriate for safe navigation and manoeuvring of the vessel to inter alia prevent collisions, running aground etc. (not shown on figure).
- Activated seamarks are visually distinguished from other seamarks by signal strength, contrast against background, characters and signal forms etc. which mainly follow standardized principles for marking at sea, but with increased visual and possibly acoustic effects adapted to time, place and situation, e.g. visibility and meterological conditions, in order thereby to safeguard the best possible visual perception by the master of the vessel as regards position and movement of the vessel relative to fixed and recognizable references.
- the acoustic signalling may constitute a supplement at conditions of particularly difficult visibility and as alert signal to the vessel and possibly other vessels within reach of the signal.
- FIG 1 there is shown a vessel 1 passing a hazard region like e.g. a form of marine farming 5, e.g. fish farm or the like.
- the farm has a safety zone 5.1 and is equipped with different forms of illumination/marking 5.2 which upon an activation are distinguished by a distinct change in the signalling pattern, such as increase of intensity, or possibly change combined with another form of visual and/or acoustic alerting/alarming in order in that manner to make the master of the vessel aware that the vessel is close to and/or has crossed a safety zone border, where also the recommended safe way out of the hazard region may be included as a part of the guiding system of the system.
- a hazard region like e.g. a form of marine farming 5, e.g. fish farm or the like.
- the farm has a safety zone 5.1 and is equipped with different forms of illumination/marking 5.2 which upon an activation are distinguished by a distinct change in the signalling pattern, such as increase of intensity, or possibly change combined
- the master of the vessel will also upon poor visibility and weather conditions be able to orientate himself relative to fixed references and thereby maintain good perception of the situation, in order that the vessel may pass different forms of obstacles/hazard regions along the sailing route of the vessel.
- hazard regions such as platforms 6 and windmill parks 7 or similar obstacles/hazard situations which may yield collisions, running aground etc.
- figure 1 there is also shown a branched-off route 2.1 as an inlet to a harbour 2.2 or the like, and along said route 2.1 the position and speed of the vessel at any time activate the respective seamarks to safeguard the entrance into the harbour 2.2 according to given safety criteria.
- the seamarks 4 which establish the visual references for the entrance of the vessel into the harbour.
- the seamark 4.6 has wireless link to the control unit 10 via antenna 11’.
- the seamark 4.3 exhibits a co-localization of sensor and seamark with wireless link to the control unit 10 via the antenna 11’.
- the seamark 4.3’ is the same as the seamark 4.3, but with a cable connection 11 to the control unit 10.
- the seamark 4.4 has integrated an acoustic signal source with wireless link to the control unit 10 via the antenna 11’.
- the sensors on the actual seamarks will at any time register the local conditions, such as visibility, weather, contrast, currents, etc., as a signal input to the control unit 10 via the network 11 in order in that manner to optimize activation of the seamarks according to the prevailing conditions/ situation.
- the control unit 10 has, in addition to connection to detectors and seamarks, possibilty to bring in meterologic information to the control unit 10 via receiver 12.
- a database function 14 may advantageously be present for inter alia storage of movement models of vessels and other relevant information about vessels and sailing routes.
- 13 is a surveillance unit for the traffic situations of the seamarks etc., and where a display 13.1 is connected to the surveillance unit.
- the control unit 10 and the detectors 4 have for security a power supply 15 based on battery and solar cells, so that any drop-out of power supply does affect the operation of the system.
- the seamarks preferably have selfcontained, local battery based backup, stand-by power supply with battery operation having charging obtained from solar cells, windmills etc.
- Sophisticated seamarks may also be configured to relay visually registrable additional information which is relevant for the prevailing situation.
- the signals may be of purely identifying character of a seamark and/or a direct information/message in an encoded form adapted to the position(s), movements and conditons of sailing of the respective vessels.
- alerting or purely continuous information about locally registered signal errors, operational instability, defective signal sources, uncertainty about quality in information from satellite based navigation systems such as GNSS (AIS, GPS) or other information important to the vessel.
- the Signals are received signal receiver 18 (see Fig.2) for calculation in the control unit 10.
- Such information can also be registered locally by a detector (sensor) 3; 3.1 ; 3.2 or seamark position which is further relayed to the control unit 10 via the connection 11 and/or the receiver 18.
- control unit 10 is linked to the detectors 3 and 3.2, and also detector 3.1 which is a co-localized with the seamark 4.
- the detectors constitute that part of the system which continuously calculates positions, speeds and movement pattern of the vessels.
- the calculation takes place in the control unit 10 which receives information via the closed, cable based network connection 11 and/or in the form of the wireless link 11’.
- Sensor signals are communicated via the network link from the respective radar signal detectors (sensors) 3, 3.1 , 3.2 and sensor signals from the seamarks 4, not shown on the figure, but on figure 1.
- Activating commandos are sent via the same network to the respective seamarks 4.
- Activation of the seamarks which are relevant to the route of sailing may have different forms for establishment of an increased appearance, that is visually and/or acoustically.
- a seamark 4 which may have a combination of multiple additional functions, e.g a co-localization of detector 3.1 , an optical additional signal source 4.2 in order also to relay a message.
- an acoustic signal source 4.5 in the form of a horn, e.g. for fog horn like signalling, and which may be pneumatically or electrically powered.
- the system is configured to be provided with its own electric power source 4.6, e.g. via battery, solar cell installation, windmill or the like.
- the control unit 10 has in addition to control and communication with detectors and seamarks, also direct communication with the surveillance unit 13 and its display 13.1 via the connection 16 in order to provide at any time an overview of the traffic of vessels and the control the respective seamarks 4 with possibilities for certain interventions in the form of control and supervision of the system.
- the database function 14 for constructing a knowledge database for further optimalization of the capacity/possibilities of the system based on stored traffic information over time, e.g.
- the control unit 10 has in addition a self-supply 17 of power.
- a receiver device 19 for continuous surveillance of signal quality of navigation satellites such as their signal strength, stability and positional accuracy/tolerance relative to the fixed references and which in turn can be forwarded to the vessels, inter alia in the form of a visual signalling from seamarks 4.
- the device 19 is on figure 2 only shown like an antenna input to the control unit 10. Positions for surveillance of navigation signals may advantageously be localized at or directly integrated in seamarks 4 and/or the position sensors 3.
- the device 19 may simultaneously supply to the system an external
- synchronizing signal from GNSS, GPS AIS etc. in those cases where synchronization and/or information from the system may constitute a supplement.
- the reporting from the vessel itself via the AIS system is checked for any deviation/error by directly comparing the data of positions, movements, course, speed etc. as reported by the vessel with the DSGS system which continuously calculates position- and movement pattern of vessels relative to fixed ground based reference positions over a given time/distance in order thereby to register deviations and/or errors within set tolerance limits.
- data for positions/movements from two quite independent systems should then coincide within certain tolerance limits.
- Norwegian Patent 334,246 disclosed a method for identifying vessels and which may be used in connection with the present invention, even though the method outlined there is not an absolute precondition for practising the present invention.
- the position information from the satellite signals relative to fixed reference positions is continuously monitored with reference to signal quality, tolerances, deviation, drop-out or other effects which explain deviation or error in the relaying of information from the vessel of its own position, movements, speeds, course etc. Deviation beyond a tolerance limit is a basis for alerting.
- seamarks as a common term for all types and forms of marking at sea, e.g. light houses, light house lanterns, illumination, aligned marking and acoustic sound sources etc. That implies all forms of signalling with the purpose of achieving a visual/acoustic perception of situation as seen from a location of a master of the vessel for a safe navigation and manoeuvring of a vessel also under conditions of poor visibility, contrast and weather.
- seamarks also comprises all direct and indirect forms of illumination which are used to safeguard the vessel against running aground, collisions, such as HIL/IL (High-speed-boat Indirect Lighting/ Indirect Lighting) etc.
- the seamarks which can be activated essentially follow standardized, internationally established principles of marking at sea when these are not activated. Upon activation the seamarks change for a certain time interval from a normal idle state to a powerful, visual form of signalling, adapted to registered traffic and visibility, light and contrast.
- the obtainable visual signal effect is mainly in the form of static and/or dynamic signal effects, such as previously mentioned different forms of changes in light effects, forms of modulation, colours, light sectors and other coded forms of signalling for visual transfer of information. It is obvious that different acoustic forms of signalling may also be controlled by activation in order to in that manner to be able to alert and inform in situations where the visual relaying is impossible due to conditions of poor visibility in presence of fog or overcast night.
- seamarks The simplest form of activation of seamarks is in the form of light and light signalling which changes from a normal strength at idle state to a powerfully increased, active strength adapted to actual environmental situation as related to weather condition, light, visibility- and contrast conditions.
- An idle state of a seamark may of course also be in the form of an extinguished state.
- the activation of the respective seamarks is based on a preferably continuous registration and calculation of position and movement of vessels based on the information which is calculated based on the pattern of rotation of the radar antenna of the vessel according to the same principles as described in Norwegian Patent no. 334,246.
- Typical fairways 2 and 2.1 for seagoing vessels are shown in figure 3, e.g. in river, fjord or the like being much used by the respective vessels 1 and 1.1.
- the fairways are equipped with fixed and activatable seamarks to safeguard the visual orientation relative to the fixed references in the form of different seamarks.
- the seamarks are on the figure labelled by a common symbol for all types of seamarks.
- the seamarks may also be provided with local sensor devices for measurement of visibility, water flow conditions etc which are then relayed in the form of visual signalling to the respective vessels during the phase of activation.
- the positions and movements of the vessels 1 and 1.1 are continuously calculated relative to fixed references in the form of detector locations.
- the detectors may be independent units, such as 3 and/or 3.2 and 3.3 where the signal transfer to the control unit 10 is made via cable or a wireless link (not shown on the figure). Seamarks 4 and detectors 3 (sensors) may advantageously be co-located/integrated, as indicated by 4.3.
- a number of detectors is arranged in such a way that there is obtained an optimal calculation of position of vessels and the respective detector locations, on the figure shown as 3, 3.1 ,
- a seamark may be combined with an acoustic signal source 4.4, e.g. fog horn, which is activated when a vessel approaches/enters into condition of poor visibility, like e.g. fog or total darkness.
- the seamarks may also be provided with local sensor devices for measurement of visibility, currents etc. which are then relayed in the form of visual signalling to the respective vessels via seamarks.
- the detectors 3 and 3.2 as well as the seamarks 4 are connected to a central processing- and control unit 10 (not shown on figure 3) via a closed network in the form of cable and/or wireless connections, not shown in the figure.
- the control unit 10 may communicate also with a user or owner of the system or the regions where seamarks having signal sources are located, possibly also where the detectors 3 are located, in order to benefit from the information on the prevailing traffic situation at any time.
- the system is also configured to receiving additional information and control signals from a user via the surveillance unit 13.
- the vessel 1 is provided with a photogrammetric recording system 20 which continuously registers the different activated seamarks 4, 4.3 which are located within a certain range sector 21 , which dependent on the conditions of visibility registers the different seamarks being present therein.
- a photogrammetric recording system 20 which continuously registers the different activated seamarks 4, 4.3 which are located within a certain range sector 21 , which dependent on the conditions of visibility registers the different seamarks being present therein.
- the recordings will present an important checking of the system guidance function for vessels which are subjected to varying conditions. Likewise as a basis for calculation of pattern of movement in waters.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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NO20181129A NO344846B1 (en) | 2018-08-29 | 2018-08-29 | Procedure and system for improving navigation safety for seagoing vessels in high-risk waters |
PCT/NO2019/000023 WO2020046133A1 (en) | 2018-08-29 | 2019-08-26 | Method and system to improve navigation safety for sea-going vessels in hazardous waters |
Publications (2)
Publication Number | Publication Date |
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EP3844060A1 true EP3844060A1 (en) | 2021-07-07 |
EP3844060A4 EP3844060A4 (en) | 2022-05-18 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP19853787.0A Pending EP3844060A4 (en) | 2018-08-29 | 2019-08-26 | Method and system to improve navigation safety for sea-going vessels in hazardous waters |
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EP (1) | EP3844060A4 (en) |
NO (1) | NO344846B1 (en) |
WO (1) | WO2020046133A1 (en) |
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CN113129646B (en) * | 2021-04-16 | 2022-03-25 | 山东交通学院 | Discrete channel traffic information system |
CN114212205B (en) * | 2021-11-22 | 2024-01-16 | 上海江南长兴造船有限责任公司 | Ship fire detection method |
CN115083211B (en) * | 2022-06-30 | 2024-03-29 | 同济大学 | Distributed ship height detection system based on multi-view stereoscopic vision |
CN117148373B (en) * | 2023-10-30 | 2024-01-26 | 浙江华是科技股份有限公司 | Ship identification method and system based on laser radar and AIS global matching |
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GB8304686D0 (en) * | 1983-02-19 | 1983-03-23 | Sperry Ltd | Collision avoidance apparatus |
US5362267A (en) * | 1993-07-19 | 1994-11-08 | Forrest Cynthia K | Solar powered buoy |
KR200434916Y1 (en) * | 2006-10-18 | 2006-12-29 | 우리해양 주식회사 | Aids to Navigation Automatic Identification System |
US8634975B2 (en) * | 2010-04-16 | 2014-01-21 | The Boeing Company | Vessel performance optimization reporting tool |
US8494697B2 (en) * | 2011-03-28 | 2013-07-23 | The Boeing Company | Methods and systems for predicting water vessel motion |
NO334246B1 (en) * | 2012-03-21 | 2014-01-20 | Bjoern R Hope | Procedure for observing and recording the identity, position and movement of one or more vessels in a particular water or sailing route |
US10311763B2 (en) * | 2013-01-16 | 2019-06-04 | Michael Greenfield | Collapsible land-based multi-directional signal assembly |
WO2017123329A1 (en) * | 2016-01-15 | 2017-07-20 | Solomon David Belu | Novel vessel systems and methods relating thereto |
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NO20181129A1 (en) | 2020-03-02 |
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