E-navigation is the harmonized creation, collection, integration, exchange and presentation of maritime information on board and ashore by electronic means to enhance berth-to-berth navigation and related services, for safety and security at sea and protection of the marine environment

1. INTRODUCTION OF
MOTION CONTROL AND
REQUIREMENTS OF
NAVIGATIONS SYSTEMS
TECHNOLOGIES FOR
SPECIAL SHIPS/HSС
LECTURER:
PROFESSOR, DOCTOR OF SCIENCE,
CAPTAIN
VOLODYMYR GOLIKOV

2. IMO DEFINITION OF
E-NAVIIGATIION
• "E-navigation is the harmonized creation, collection,
integration, exchange and presentation of maritime
information on board and ashore by electronic means
to enhance berth-to-berth navigation and related
services, for safety and security at sea and protection
of the marine environment."

3. E-NAVIGATION
COMPONENTS
• Electronic charts with editing service and Electronic Chart Display and information system (ECDIS)
• Vessel Traffic and Monitoring Systems with capability to broadcast information to shipborne chart system
• Ethernet service of ship monitoring like Fleet View Online
• Nets of AIS Base Stations
• Shipborne and Base Station AIS with GNSS (GLONASS , GPS, Galileo)
• Reference station to broadcast differential corrections of GLONASS and GPSS
• Special shipborne and base station radars
• Shipborne and base station equipment of Global Maritime Distress Safety System: GMDSS
• Multilevel integrated system for provision of complex safety and security of ports, territory and water
areas Complex training system for training ship and coastal specialists for different kinds of specialities

4. MARITIME SHIPBORNE
EQUIPMENT
• The shipping industry largely owes to Maritime companies the appearance of electronic
chart systems on the merchant ships at the beginning of the 90-s.
• Maritime Shipborne Equipment are accepted as a standard of quality, use friendliness and
reliability, and are installed in practically all the largest and most well-known shipping
companies of the world and is also an indisputable leader in the government sector.
Maritime Shipborne Equipment systems are used for fitting out whole Coast Guard and
Naval fleets of many countries.
• Every days companies has delivered about ten thousand electronic chart systems and
several million electronic charts.
• Marine Companies does not only produce the entire line of navigational equipment, but
also carries out full integration of all the ship control systems.

5. INTEGRATED
NAVIGATION SYSTEM
• Integrated Navigation System - combination of connected between themselves systems
which improves navigational safety and efficiency of sea transportation.
• INS combines main navigation systems is production (ECDIS, Navi-Sailor, Navi-Radar,
Navi-Conning) in one joint complex to provide effective use of all functional capabilities of
these given systems.

7. COMPLEX SOLUTION OF NAVIGATION AND
COMPLEX SOLUTION NAVIGATION SAFETY
TASKS AT SEA
• Navigation and Safety Tasks are being solved on common base of determination coordinates
with use of the same GNSS (GLONASS/GPS)ю Requirements on accuracy for GNSS and AIS
equipment are the same.
• Shipborne GNSS and AIS equipment are to be certified in part of EMC, low and high
temperature, vibration, dry and damp heat and others in accordance with the same international
standard IEC 60945.
• Experience of both (GNSS and AIS) equipment on board the vessels proves there high
operating reliability. Equipment works for years continuously.
• Displaying of Navigational information and Safety (AIS) information is carried out on the same
ECDIS (or ECS).

8. HISTORY…
• New technologies of Radar become available to
Merchant Shipping with the end of hostilities in 1945
• Radar on Merchant Ships was initially installed for
commercial purposes
– on ferries to maintain better schedules in fog; and
– large fishing vessels
• Radar was treated with great suspicion by the
mariners…

9. HISTORY…
• With improving technology and after some time
the use of Radar for safety purposes was
recognized
• Misinterpretation of Radar information had not
resulted in any reduction of the number of
serious collisions at sea

10. HISTORY…
• International Conference on Safety of Life at Sea
in 1960 revised the International Regulations for
Preventing Collisions at Sea by adding rules to
take account of the use of Radar and
recommendations on the use of Radar
information as an aid to avoiding collisions at
sea

11. HISTORY…
• The International Conference on Safety of Life at
Sea in 1974 adopted provisions to the SOLAS
Convention making Radar a mandatory carriage
requirement for Merchant Ships in a phased
programme starting in 1980, which finally
completed in 2002

12. SOLAS
REQUIREMENTS
• All Merchant Ships of 300 gross tonnage and
over now shall carry a Radar and many carry two
• IMO adopted performance standards for marine
Radars, which are used in connection/integration
with other navigational equipment required to
carry on board ships such as,

13. SOLAS
REQUIREMENTS
- an automated target tracking aid
- ARPA - Automatic radar plotting aids
- AIS - Automatic Identification System
- ECDIS - Electronic Chart Display and Information
System
- GNSS - Global Navigation Satellite System
- others

14. NON-SOLAS VESSELS
• Many small craft (millions?) also carry Radar
voluntary as manufacturers have produced cost
effective designs for their needs

15. THE SHIPMASTER’S
POINT OF VIEW
• The Key Facts are:
– That Radar remains (and will remain) the primary system for
Collision Avoidance; and
– Radar is a very important tool for Navigation

16. WHY IS RADAR SUCH A
VALUABLE TOOL?
• The Master and watch-keepers have Confidence
in information Radar provides because:
– It’s operation is Ship based
– It’s not reliant on third party sources
– It has a proven track record
– Radar is useful with SARTs (Search And Rescue Transponder)
when engaged in search and rescue

17. IN SHORT
• In its display, Radar offers the watch-keepers the
basic reality of all targets relative to the ship
• It therefore aids the watch-keepers and helps in
decision making for both
– Navigation; and
– Collision Avoidance

18. COLLISION
AVOIDANCE
• Early action is required to avoid a close quarters
situation, therefore early identification of closing
targets is essential
• Watch-keeping officers need to be competent in
the use of Radar and are trained in its use and
the application of ARPA

19. SOME IMO
REQUIREMENTS
• Maximum emergency stopping distance from full
speed of the ship should not be more that 15
ships lengths
• Emergency turn radius of the ship should not be
more that 2.5 ships length

20. SHIP PARAMETERS
• Speed – up to 25 knots
• Length
– Largest container ship 335 m
– Capesize bulker 300 m
– Panamax 220 – 230 m
– HSC different

21. SHIP PARAMETERS
• Emergency stopping distance
3.3 km – 5 km (1.8 nm – 2.7 nm)
• Emergency turning radius
550 m – 840 m (0.3 nm – 0.45 nm)
• Displacement weights
100 000 – 250 000 tonnes

22. NAVIGATION
• Radar gives accurate information on distance
from charted features and assists in maintaining
the ship’s course
• Radar will normally show a 60 metre high land
mass at a range of 20 miles. This is considered
by seafarers as a minimum requirement

23. NAVIGATION
• Radar gives accurate information on distance
from charted features and assists in maintaining
the ship’s course
• Radar will normally show a 60 metre high land
mass at a range of 20 miles. This is considered
by seafarers as a minimum requirement

24. NAVIGATION
• Radar gives accurate information on distance
from charted features and assists in maintaining
the ship’s course
• Radar will normally show a 60 metre high land
mass at a range of 20 miles. This is considered
by seafarers as a minimum requirement

25. NAVIGATION
• Radar greatly assists navigation during poor
visibility
• Pilots rely on Radar at close range in reduced
visibility to pass buoys and beacons.

29. RES. MSC. 192(79)
Target Description Target Feature Detection Range in NM
Target description5 Height above sea
level in meters
X-Band
NM
S-Band
NM
Shorelines Rising to 60 20 20
Shorelines Rising to 6 8 8
Shorelines Rising to 3 6 6
SOLAS ships (>5,000 gross tonnage) 10 11 11
SOLAS ships (>500 gross tonnage) 5.0 8 8
Small vessel with radar reflector meeting
IMO Performance Standards1
4.0 5.0 3.7
Navigation buoy with corner reflector2 3.5 4.9 3.6
Typical Navigation buoy3 3.5 4.6 3.0
Small vessel of length 10 m with no radar
reflector4
2.0 3.4 3.0

30. RES. MSC. 192(79)
• 5.4 Minimum Range
5.4.1 With own ship at zero speed, an antenna height of 15 m
above the sea level and in calm conditions, the navigational
buoy in Table 2 should be detected at a minimum horizontal
range of 40 m from the antenna position and up to a range of 1
NM, without changing the setting of control functions other
than the range scale selector.

31. DISCRIMINATION OF TARGETS
FROM A WATCH-KEEPERS
PERSPECTIVE
• To be able to distinguish a tug from its tow at
sea at 12 miles range
• Approaching a rig on a supply vessel:
• To clearly identify the standby boat from the rig at 6 miles range
• To be able to distinguish the anchor pennant buoys of a semi
submersible rig at 3 miles range

35. SUMMARY
• Application of satellite navigation technology in maritime
development products is addressed to achieve maximum
approach to realize of IMO E-Navigation Concept and increase
efficiency of navigational support and safety sailing at sea and
inland waterways.
• Complex approach to solving of navigation and safety tasks
allows to create joined equipment carrying out these two
functions simultaneously that gives the possibility to decrease
the cost of mandatory installed equipment on board the ship
according to IMO requirements.

36. THE END
THANK YOU FOR YOUR
ATTENTION!!!