WO2020046133A1

WO2020046133A1 - Method and system to improve navigation safety for sea-going vessels in hazardous waters

Info

Publication number: WO2020046133A1
Application number: PCT/NO2019/000023
Authority: WO
Inventors: Bjørn R. HOPE
Original assignee: Sensorteknikk As
Priority date: 2018-08-29
Filing date: 2019-08-26
Publication date: 2020-03-05
Also published as: NO344846B1; NO20181129A1; EP3844060A1; EP3844060A4

Abstract

Method and system for guiding sea-going vessel traffic for at least one vessel (1) when it moves into, in and out of hazardous waters, substantially based on visual and acoustic information which a master of the vessel on the vessel bridge perceives in his/her direction of viewing from visual and/or acoustic seamarks (4) in water or on land. Based on positions, movements of manoeuvring (speed) and course of the vessel, there is caused controlled activation or deactivation, simultaneously or time divided, of light signalling- and/or sonic signalling equipment of those at any time actual seamarks (4) along a sailing route (2, 2.2) of the vessel. The seamarks (4) in the system are equipped with selectively activatable and deactivatable light signalling- and/or sonic signalling equipment. A processing- and control unit (10) is configured to receiving continuous information about positions, movements of manoeuvring and couse of the vessel along the sailing route (2, 2.2) of the vessel, and deliver control signals to the light signalling- and/or sonic signalling equipment of actual seamarks (4) in order on command from the control signals to activate or deactivate simultaneously or time divided said signalling equipment.

Description

Method and system to improve navigation safety for sea-going vessels in hazardous waters

Background of the invention

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

13-15.

Description of prior art

Known methods and systems are fully dependent at any time on receiving reliable and flexible signal information from external sources which are substantially based on satellite systems and landbased installations. This includes of course also comprehensive equipment installations, maintenance and not least user knowledge, and use onboard the individual vessels.

The known solutions are vulnerable with regard to technical and human failures at one or more stages, including also risk of external influences, such as sabotage, damages etc. Even an extensive variety of electronic navigation aids does not replace the necessity of the duty of the master of the vessel to maintain a continuous visual outlook to inter alia be able to manoeuvre the vessel based on safe references, such as seamarks, and at any time to maintain a correct understanding of situations for navigation and manoeuvering. Independent of the amount of electronic aids, it is the visual outlook made by the master of the vessel which is decisive for the safety of the vessel. Continuous outlook is therefore included in the basic knowledge of any shipmaster in relationship with navigation and manoeuvering of vessels. Failures and/or conditions of missing visibility constitute one of the largest causes of accidents in connection with collisions and running aground.

Objects of the invention

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. In particular in connection with navigation/manoeuvering subject to difficult conditions, e.g. reduced visibility, poor illumination, fog, difficult conditions of contrast, generally bad weather and/or problematic currents, improvement of safety is highly desirable.

For this purpose 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.

The invention

The method, according to the present invention, is characterized by the features appearing from attached claims 1-3. Further embodiments of the method appear from the associated sub-claims 2.

The system, according to the present invention, is characterized by the features appearing from the attached claims 13-15. Further embodiments of the system appear from the associated sub-claims.

The system discussed subsequently as DSGS (Distributed Ship Guiding System) is configured, at any time and under different conditions, to maintain and optimize the possibility of orientation for the master of the vessel relative to fixed, recognizable reference points/locations in the form of activated seamarks or the like, in order in that manner to eastablish a visual perception of situation in the movement direction of the vessel. In addition to a direct visual perception of signal, subject to certain conditions, 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.

Accordingly, also costs of and the extent of the implementation of the invention are minimal in comparison to known solutions, and that the systems may be expanded gradually into larger or smaller local units. Installations associated with sea located plants, e.g. marine farming, windmill parks, platform installations or the like, pose potensial accident- or catastrophy risk with regard to running aground or collisions, and the risk can therefore, according to the invention, be relieved by activating seamarks and possibly other ways of alerting when vessels pass into a safety zone of a plant.

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. By the term seamarks is meant 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.

By the term 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.

By 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. Examples of such 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. By this can be understood that 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. In order that the system is to function independently and under all forms of failure, it 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. In addition, 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. For example in connection with dense fog, 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. Thus, 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.

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. As a control of the vessels entering into an covered area of the system, it can be established 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. In order to later recognize vessels, 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. In addition, the signals may have an identifying character. Also, 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.

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.

In order to furthermore maintain invulnerability and safety of the system against incidents such as sudden drop-out of the radar on the vessel or other external auxiliary functions after the vessel has arrived inside the coverage region of the system, there can be established 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. In view of the sailing model continuously being updated, 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. This means that the system establishes a dynamically movable zone-«slot» which follows the respective vessels inside the region of coverage of the system and in that manner safeguards that the master of the vessel obtains a good visual perception of the position of his vessel in a traffic situation.

In order to obtain the required effect in the form of control of seamarks as a function of a controlled activation, the modern LED technology is decisive for the visual guiding functions. Almost all modern or updated seamarks are based on LED technology with local power supply through combination of solarcell- and battery system. A larger variety of remotely controllable seamarks is inter alia described in the product information www.sabik.com of the company SABIK. Such seamarks are partly controllable to obtain the different effects during an activation phase.

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.

The invention is now to be further described with reference to the attached drawing figures, where non-limiting embodiments of the system included in the invention are shown. Brief the drawing figures

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.

Detailed figure description

In fig.1 is shown a vessel 1 and where its positions and movements are continuously calculated relative to the fixed references in the form of EMS-detectors

(ElectromagneticSupportMeasure). 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. A further description of such a system with detectors and unit 10, and network 11 appears from the applicant’s prior Norwegian Patent 334,246, which is here included by its disclosure. The technology of the patent is useful with the present invention, but the present invention has not that technology as an absolute prerequisite for carrying out the invention.

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).

Based on the positions and movements of the vessel 1 , those at any time as regards the sailing route 2 actual/optimal combinations of seamarks are activated, so that the master of the vessel at any time has a complete visual perception of the position, movement and course of the vessel relative to fixed references in the form of activated seamarks which also show the recommended and safe sailing route lying ahead, which constitutes an important part of the guiding function of the system.

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.

In figure 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. In that manner 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. In the figure is shown other examples of hazard regions, such as platforms 6 and windmill parks 7 or similar obstacles/hazard situations which may yield collisions, running aground etc. In 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. In this case it is 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’.

Along sailing route of vessels the visual perception or orientation relative to seamarks may be disturbed and yield misjudgement with serious consequences. Among these are different forms of lighting effects 8 from built-up areas, and installations and among these other vessels exhibiting much of strong and differently coloured light sources which may contribute to misjugdement with complete or partial loss of orientation with catastrophic results therefrom, in particular when having unfavourable conditions of contrast, visibility and weather.

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. In addition, it may be envisaged possibility of 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.

A simplified presentation of the system is shown in figure 2. The 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. There is on figure 2 shown an example of 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. In addition, there may be present 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.

In order for the system to be robust against disappearance of operation, failure, sabotage or the like, 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. It is also on figure 2 shown 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. movement models based on the movement pattern of the different vessels, in order based on the models to be able to predict a plan for activation relevant seamarks for the routes of sailing in question, in particular in cases where disappearance or failure of the radar system of the vessel is established within the region of coverage of the system. The control unit 10 has in addition a self-supply 17 of power.

On figure 2 is also shown 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. Theoretically, data for positions/movements from two quite independent systems should then coincide within certain tolerance limits. When the position- and movement pattern of the vessel then is known, this contitutes a possibility of control as regards correctness of the remaining information which the vessel reports via the AIS system, such as inter alia data of identity or identification etc. which may also be present in a local database. In addition, it is in

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.

In the invention there is used the term 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. The term 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.

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 ,

3.2, 3.3, as well as 4.3 and 4.3’ illustrating co-localization of both detector and seamark where suitable. 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.

A section of a fairway, as shown in figure 3, is shown in figure 4. 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. In addition to the pure optical registration it may be appropriate to supplement a simultaneous registering of acoustic signalsfrom seamarks which are configured to provide acoustic signals, such as seamark 4.4. 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.

Claims

1. A method for guiding sea-going vessel traffic for at least one vessel (1 ) when it moves into, in and out of hazardous waters, the vessel in a normal operative state having a sweeping radar beam which is detectable by a plurality of radar signal detectors associated with a processing- and control unit (10) for calculation of positions, movements of manoeuvring and course,

characterized in

- that the method has two selectable modes of operation, wherein

a) in a first mode of operation, in said normal state, based on calculated positions, movements of manoeuvring and course of the vessel as provided from information from the sweeping radar beam of the vessel, there is caused a controlled activation or deactivation, simultaneously or time divided, of signalling equipment at those at any time actual seamarks (4) along a sailing route (2.2) of the vessel, and

b) in a second mode of operation, upon technical failure in the radar system of the vessel or drop-out of sweeping radar beam, immediately upon entrance of the vessel into seamark equipped region of coverage, there is calculated by the processing- and control unit (10) a sailing model for the vessel, the sailing model being continuously updated based on a received and/or calculated information about positions, movements of manoeuvring and course of the vessel and thereby movement pattern of the vessel, whereby it is created a prediction of estimated sailing route of the vessel, and it is caused a controlled activation or deactivation, simultaneously or time divided, of signalling equipment at those at any time actual seamarks (4) along a sailing route (2.2) of the vessel, and

- that in the activated one of the two modes of operation it is thereby caused visual and/or acoustic information, which a master of vessel on the vessel bridge may perceive in his/her direction of viewing from visual and/or acoustic information sources at said seamarks (4) in water and/or on land.

2. The method according to claim 1 , characterized in that the seamarks (4) are configured to be able to relay visually registrable additional information which is relevant for the vessel traffic situation in question, such as one or more of: pre-alerting about counter-direction moving traffic, traffic that may constitute danger of vessel collisions, running aground, and information about identity of actual seamark.

3. The method according to claim 1 or 2, charaterized in that the seamarks (4) in addition are configured for visual alert signalling about locally registered signal errors or operational errors in a navigation system, e.g. a satellite based navigation system.

4. The method according to any one of claims 1 - 3, characterized in that there is established a safety- and alerting zone around sea-localized installations, e.g. marine farming installations (5), platforms (6) and windmill parks (7), and that the vessel is alerted by light and/or sonic transmission from seamarks when the vessel approaches and/or crosses an established safety zone border (5.2), and that there is indicated a safe way out of the hazard region of the safety zone by means of the seamarks.

5. The method according to any one of claims 1 - 4, characterized in that by means of activatable seamarks (4) for a sailing route (2, 2.1) there obtained over a given time space a dynamically time limited time, so-called «slot-time», based on calculation of speed and movement pattern of the vessel to cause intensifying visual visibility and/or acoustic signalling from the seamarks adapted to local meterological conditions at any time, e.g. one or more of visibility, fog, illumination, contrast, and background illumination.

6. The method according to any one of claims 1 - 5, characterized in that the activation of the actual seamarks (4) in addition renders possible co-localization of radar signal detectors and acoustic and/or visual signal sources.

7. The method according to any one of claims 1 - 6, characterized in that there is used an internal time reference in the system, rendering it possible synchronization with external time references provided from satellite based navigation related systems, upon synchronization of actual seamarks.

8. The method according to any one of claims 1 - 7, characterized in that satellite based navigation- and time signals continuously are monitored with regard to signal quality and accuracy relative to fixed and known references, in order that operational disturbances are relayed via seamarks (4) to vessels or/and via a control unit (10).

9. The method according to any one of claims 1 - 8, characterized in that there is established a control function upon comparison of position- and movement data (AIS) as reported from the vessel compared with registered and calculated position- and movement data in a distributed ship guiding system (DSGS) which also makes a control of remaining reported vessel related data matching to known information about the vessel.

10. The method according to any one of claims 1 - 9, characterized in that a secondary effect of activated seamarks (4) constitutes also an alert for other traffic of vessels which are not provided with sweeping radar equipment, wherein on such type of radar-free vessel the observation by the master of the vessel of activated light- and/or sonic signal transmission from seamarks (4) indirectly will yield alerts about other traffic of vessels in the nearby region which may constitute a hazard of collision.

11. A system for guiding sea-going vessel traffic for at least one vessel (1 ) when it moves into, in and out of hazardous waters, the vessel in a normal operative state having a sweeping radar beam which is detectable by a plurality of radar signal detectors associated with a processing- and control unit (10) for calculation of positions, movements of

manoeuvring and course of the vessel,

characterized in

- that seamarks (4) in water and/or land are equipped with selectively activatable light signalling- and/or sonic signalling equipment,

- that the processing- and control unit (10)

a) in said normal operative state is configured to continuously calculate information about positions, movements of manoeuvring and course of the vessel along a sailing route (2, 2.1 ) of the vessel based on radar beam information received from said sensors or detectors, or

b) upon technical failure in the radar system of the vessel or drop-out of radar signal therefrom, i.e. upon deviation from said normal operative state, immediately upon entrance of the vessel into seamark equipped region of coverage, continuously to calculate and update a sailing model for the vessel based on received and/or calculated information about positions, movements of manoeuvring and course of the vessel, in order that there is created a prediction of estimated sailing route of the vessel, and

- that the processing- and control unit (10) delivers control signals to the signalling equipment (4.5) of actual seamarks (4) in order on command from the control signals to activate or deactivate simultaneously or time divided said signalling equipment.

12. The system according to claim 11 , characterized in that the seamarks (4) have equipment configured to be able to relay visually registrable additional information which is relevant for the vessel traffic situation in question, such as one or more of: pre-alerting about counter-direction moving traffic, traffic that may constitute danger of vessel collisions, running aground, and information about identity of actual seamark (4).

13. The system according to claim 12, charaterized in that the seamarks (4) in addition have equipment for visual alert signalling (4.2) about locally registered signal errors or operational errors in a navigation system, e.g. a satellite based navigation system.

14. The system according to any one of claims 11 - 13, characterized in that light and/or sonic emission from seamarks (4) is related to a safety- and alerting zone (5.2) around sea- localized installations (5, 6, 7), and that selected seamarks (4) are configured to be activated when a vessel approaches and/or crosses an established safety zone border (5), and that the seamarks (4) are configured to show a safe way out of the hazard region of the safety zone (5.2).

15. The system according to any one of claims 11 - 14, the system being equipped with a plurality of radar signal sensors (3) or detectors (3) to pick up characteristic radar signals from a sweeping radar beam of a vessel, in order by triangulation or similar algorithms to let the processing- and control unit (10) determine the incremental speed of the vessel 30, as well as changes in position- and direction, characterized in that at least some of said sensors (3) or detectors (3) are mounted on seamarks (4) and via cable (11 ) or wireless (11’) communicate with the processing- and control unit (10).

16. The system according to any one of claims 11 - 15, characterized in that said sensors or detectors (3), light signalling equipment (4.2) and/or sonic signalling equipment (4.5) are co-localized on the seamark (4).

17. The system according to any one of claims 11 - 16, characterized in that the

processing- and control unit (10) is connected to receiver antenna (19) for receiving external time references provided from satellite based navigation related systems, and are configured to create an internal time reference, rendering it possible synchronization of signalling equipment of actual seamarks (4).

18. The system according to any one of claims 11 - 17, characterized in that the

processing- and control unit (10) monitors satellite based navigation- and time signals (18) continuously with regard to signal quality and accuracy relative to fixed and known references, so that operational disturbances are registered.

19. The system according to any one of claims 11 - 18, characterized in that the system exhibits a photogrammetric registration of activated seamarks as seen from a central position on the vessel, substantially seen in the movement direction of the vessel, in order in that manner to be able to register/control the pattern of movement of the vessel relative to activated seamarks. 