Dr Rafal Goralski, GeoVS: Technical innovation in VTS, pilotage and chart display systems as a way...

8th IHMA Congress - Global Port & Marine Operations 14 – 18 May 2012, Cork, Ireland

VTS on the horizon TECHNICAL INNOVATION IN VTS, PILOTAGE AND CHART DISPLAY SYSTEMS:

THE BENEFITS TO THE PORT INDUSTRY

Dr Rafal Goralski Director of Technology, GeoVS Limited

[email protected]


VTS on the horizon

VTS on the horizon

• Introduction

• Progress to date

• Challenges and shortcomings of the current technology

• What the future holds?

• Summary

• Q&A


VTS on the horizon

Introduction

Vessel Traffic Services

“The purpose of VTS is to improve the safety and efficiency of navigation, safety of life and the protection of the environment and/or the adjoining waterway banks, nearby residents and enterprises from possible adverse effects of vessel traffic.“ European Commission, Guidelines and Criteria for VTS


VTS on the horizon

Introduction

Vessel Traffic Services – Improve safety

– Help win more business

– Protect against losses • Direct and legal costs of accidents, groundings and

environmental disasters

• Costs of lost reputation

– Help win trust and involve local community

– Improve port efficiency

– Can be beneficial for other port operations


Vessel Traffic Services

Introduction

Successful idea enabled by technology

“The purpose of VTS is to improve the safety and efficiency of navigation, safety of life and the protection of the environment and/or the adjoining waterway banks, nearby residents and enterprises from possible adverse effects of vessel traffic.“ European Commission, Guidelines and Criteria for VTS


VTS on the horizon

Progress to date

• July 1948: The world's first harbour surveillance radar was inaugurated in Liverpool, England

• 1968: The value of VTS in navigation safety recognized by IMO resolution A.158 (ES.IV) “Recommendation on Port Advisory Systems”

• 1985: IMO adopted resolution A.578 (14) “Guidelines for Vessel Traffic Services”, which said that VTS was particularly appropriate in the approaches and access channels of a port and in areas having high traffic density, movements of noxious or dangerous cargoes, navigational difficulties, narrow channels, or environmental sensitivity

• June 1997: IMO's Maritime Safety Committee adopted a new regulation to SOLAS Chapter V (Safety of Navigation), which set out when VTS can be implemented

• VTS technology is mature, well established, tried and tested, reliable and highly regarded


VTS on the horizon

Progress to date

• Sensors – Radar – AIS – CCTVs – Other (DF, LRIT, met, tide gauge, sonar, mathematical models, ext. systems)

• Data processing – Track extraction, automatic tracking, sensors correlation, geospatial algorithms

• Storage – Recording and replay capabilities

• Distribution – Distributed systems, web-access, mobile access

• Information presentation – Chart displays, GIS

• User interfaces – Improvements to ergonomics, new functionalities, automatic alerts


VTS on the horizon

Progress to date

• Radar – Antenna designs – Solid-state transmitters – FMCW – Signal processing and distribution – Tracking algorithms

• Chart displays – Ergonomic user interfaces – Combination of inputs from multiple sensors – Efficient fusion and geo-referencing of information – GIS-type functionality

• AIS – Complements radar shortcomings (performance affected by weather, limited target separation capability,

large shadow zones, difficult tracking, limited accuracy, reception depends on target reflectiveness, high processing and storage demands, high costs of installation and maintenance)

– Excellent identification capabilities – Great positioning accuracy and target tracking capability (better than for ENC charts and improving over

time) – Useful source of data for statistical analysis / planning – Has own limitations that are easily complemented by radar


VTS on the horizon

Challenges and shortcomings of the current technology

• VTS operators – Diminishing sea-going experience – Information and mental overload – Limited situational awareness – Lack of efficient decision support – Low operational comfort – Problems in communication with foreign crews – Limited access to training and evaluation tools – Lack of detailed hydrographic information – Information from different data sources (port systems, tidal, meteo, currents, hydrographic)

dispersed across multiple systems

• Pilots – Insufficient support from VTS – Very limited situational awareness – High mental overload – Problems in communication with foreign crews – Lack of support from crews / captains


VTS on the horizon

Challenges and shortcomings of the current technology

• Hydrographic departments – High cost of surveys, long cycles, limited resources – Survey data processing times and workload – Inefficient means of information distribution to VTS, pilots

and navigators

• Port managers / Harbourmasters – All of the above plus other needs: – Further improvement of port navigational safety, operational and economical efficiency – VTS data use in port planning operations (capacity analysis, traffic analysis, what-if scenarios) – VTS integration with other port and external systems (automatic invoicing, monitoring of

contractors, reporting to authorities, ex. MCA, SafeSeaNet, police) – Improvement of communication with authorities and services for example for SAR, crisis

management and emergency response operations – Better tools accident investigation tools – VTS/pilots training capability – Capability for presentation of information to general public, authorities, in litigation – Engagement of local communities – Efficient business models to share benefits and costs of VTS with other stakeholders


VTS on the horizon

• Continued improvements to all technical and functional areas – Natural progress of computing technology and science

• For VTS operators – Significantly enhanced situational awareness – Reduced fatigue, stress and mental overload – Improved operational comfort

• For Harbourmasters – Improved navigational safety – Better incident investigation – Planning and presentation capabilities – Enhanced involvement of authorities and local communities – New business models to balance VTS costs with external income

• Integration of VTS with pilot systems – Appropriate support for pilots – Enhanced situational awareness of pilots – Reduced mental overload of pilots

• More efficient decision-support algorithms • Integration of VTS with on-board navigation systems

– Efficient communication regardless of language – Efficient distribution of information to navigators

(notices to mariners, sailing directions, etc.) – Potential source of income from port publications / electronic data

What the future holds?

<1year (immediately available) 1-2 years 2-3 years 4-5 years


VTS on the horizon

How can this be achieved?

• 3D charts in VTS – Cartographic 3D presentations – Optimised for high visual efficiency – Fast comprehension supported by

natural capabilities of human brain – Convenient environment for fusion of

information without clutter

• Automatic decision support

– Psychological models – Statistical analysis and anomalies detection

• Integrated Safety Management System

– Stage 1: VTS and pilotage – Stage 2: VTS and on-board navigation*

<1year (immediately available) 1-2 years 2-3 years 4-5 years

*technological readiness, actual adoption time will depend on IMO regulations


Integrated Safety Management System

– Appropriate information and support level for different stakeholders

– Improved navigational safety, training, planning and incident investigation

– Efficient distribution of data

– Maximised efficiency and reduced cost


VTS on the horizon

3D charts reduce human error

• About 75-96% of marine casualties are caused, at least in part, by some form of human error:*

– 84-88% of tanker accidents

– 79% of towing vessel groundings

– 89-96% of collisions

– 75% of fires and explosions

• Easily the most prominent cause of accidents *Rothblum AM (2006) “Human Error and Marine Safety”

U.S. Coast Guard Research & Development Center


VTS on the horizon

3D charts reduce human error

• 2D charts require significant mental power to decode and comprehend

• The ability to comprehend 2D charts deteriorates with stress and fatigue

• Research shows that the use of 3D charts in navigation leads to 80% reduction in human error*

• 3D charts are more ergonomic and provide better operational comfort

*Thomas Porathe (2006), “3-D Nautical Charts and Safe Navigation” Malardalen University, Sweden


VTS on the horizon

Experimental Findings (Porathe, 2006)

Regardless of user’s level of experience

Required time

Req

uir

ed

tim

e


3D VTS at the Port of Milford Haven

“Definitely progress into the right direction. Especially useful to less experienced operators. Great for incident investigation” MHPA VTS Operator 1



“It is so much more ergonomic and easier to use. I have to keep reminding myself to look at the other systems” MHPA VTS Operator 2



“In few years’ time all VTS systems will have to look like this” MHPA VTS Operator 3


VTS on the horizon

Q&A / Contact / Thank you!

Dr Rafal Goralski, PMP

Director of Technology

GeoVS Limited

CBTC, Senghenydd Road

CF24 4AY Cardiff

T: 02920 647 001

E: [email protected]

W: www.geovs.com

Dr Rafal Goralski, GeoVS: Technical innovation in VTS, pilotage and chart display systems as a way...

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