Technical Session 8 – Emerging Technologies – Part 2

Technical Session 8 – Emerging Technologies – Part 2

The recapitalisation of the GLA’s marine differential GPS network, Dr Nick Ward, Dr Alan Grant and Mr Seamus Doyle, General Lighthouse Authorities of the United Kingdom and Ireland, Mr Richard Tomkins, Northern Lighthouse Board

Presented by Mr Seamus Doyle
The mission of the General Lighthouse Authorities of the United Kingdom and Ireland (GLAs) is to deliver a reliable, efficient and cost-effective Aids to Navigation (AtoN) service for the benefit and safety of all mariners.
The GLAs provide a maritime differential GPS (DGPS) service, which was installed nearly a decade ago.  While it was state of the art at the time, it is now nearing the end of its operational life and in need of replacement.  The present system may not meet all the requirements set out in IMO Resolution A.915(22) for Future GNSS and may not meet the needs of emerging applications with the further development in the various GNSS constellations.
This presentation described this recapitalisation project, including information on the project cycle; a description of the user requirements; available options and the selected system design along with the progress to date on this important marine Aid-to-Navigation project.
The key points of the presentation were:
1    The need for DGPS.
2    Strategy for recapitalisation of DGPS.
3    The GLA DGPS network.
4    Progress on recapitalisation of GLA DGPS.
5    Future upgrades of DGPS.

The use of an Under Keel Clearance Management System as an AtoN in the Torres Strait, Mr Mahesh Alimchandani, Australian Maritime Safety Authority

Presented by Mr Mahesh Alimchandani.
Under Keel Clearance Management (UKCM) systems are being increasingly adopted at ports, both as a means to enhance the safety of navigation and to increase the efficiency of shipping transportation.
Navigation in the Torres Strait is very demanding due to limiting depths, narrow shipping lanes and numerous reefs, coral cays and islands.  Additionally, transiting ships can expect to encounter strong tidal streams and trade winds, complex tides and reduced visibility in the wet season, as well as occasional cyclones.
The Australian Maritime Safety Authority (AMSA) has recently embarked on the implementation of a UKCM system for the Torres Strait.  The objectives for introducing UKCM are to validate the existing safety margin for deep draught vessels transiting the region and evaluate the appropriateness of the current maximum draught limitations.
It is expected that the UKCM system will enhance the safety and efficiency of navigation which will help protect the sensitive marine environment.  This in turn will benefit the Australian community and shipping industry.
UKCM in the Torres Strait is perhaps among the first few being deployed in a coastal environment.
The presentation described the operational model for UKCM, as envisaged by AMSA.  It also described the business services required of the system and the various utility services to support those business needs.
The key points of the presentation were:
1    UKCM systems are now sufficiently mature and there is high uptake of pilotage in the Torres Strait for AMSA to introduce a UKCM system.
2    OMC International Pty Ltd, a Melbourne based company, has been selected as the preferred tenderer through an open tender process in 2009.
3    AMSA is implementing a UKCM system firstly to validate the existing safety margin (minimum net UKC) and secondly to evaluate the appropriateness of the existing maximum (12.2m) draught regime.
4    AMSA does not intend to consider any increase to the current maximum draught limit until it has verified the existing safety margin and then only if it is satisfied that it is safe to do so.
5    The operational model envisages three operational stages – voyage planning, transit planning and UKCM-assisted transit stages.

Birds plague laser control and WiFi technologies applied to environmental control improvement in port areas, Captain Enrique Bernabeu and Mr José G Escudero, La Maquinista Valenciana, Spain

Presented by Captain Enrique Bernabeu.
Environmental control is part of our future responsibility.  LMV tries to make use of new technologies, available in the market, to solve problems existing in port areas.
It was indicated that a communications system, which will allow free of charge, real time communication with hundreds of devices inside a port area within a 50Km radius, over a private IP network using wifi / wimax / zigbee technologies, including transmission of pictures and video in real time, will be available very soon.
A sample practical application capable of being implemented thanks to this technology was illustrated; an environmental control buoy, used to establish a network of sensors for water quality control in port areas.
An alternative was a potential solution to a traditional problem in port areas related to storing grain; birds, from seagulls to cormorants have always been an unavoidable problem but LMV showed a new laser technology, already applied at airports to reduce the problem without harming the birds and respecting environmental policy.
The key points of the presentation were:
1    Wifi / wimax / zigbee systems.
2    Networks of sensors for environmental control.
3    Water quality network systems.
4    Bird control in grain stores in port areas.
5    New technologies applied to ports.

Assessment of Shoal Bank Movements via Earth Observation, Related to Re-positioning Needs for Aids to Navigation, Dr Sally Basker, Ms Michelle de Voy, Mr Martin Bransby, Dr Alan Grant, General Lighthouse Authorities of the United Kingdom and Ireland and Dr Ian Thomas and Dr Gordon Keyte, British National Space Centre

Presented by Mr Malcolm Nicholson (GLA of UK and Ireland)
The General Lighthouse Authorities of the United Kingdom and Ireland (GLAs) and the British National Space Centre are collaborating, through the UK Government Information From the Space Sector initiative, to determine if satellite Earth Observation (EO) techniques can be used to monitor dynamic shoal environments.
Initial work shows that Synthetic Aperture Radar imagery can be used to show the location and shape of shoals and can be obtained in all weather conditions and at night.  The aims of the assessment are: to identify if a change in a shoal has occurred; detect changes in shoal morphology; and the effect of this change on the surrounding shoals near navigable channels.  The outcome of the assessment will determine whether examining EO data could be a tool in cost-effective scheduling and reduction of in-situ monitoring by survey vessels.
This presentation outlined how growth in marine leisure activities, the proliferation of high-speed craft and changes in traffic patterns, place new demands on the GLAs.  It then introduced results from a feasibility study of EO data gathered from around GLA waters and summarised the potential benefits for AtoN service providers.
The key points of the presentation were:
1    Shoal monitoring.
2    Navigable channels.
3    Surveying shoals.
4    Earth observation.
5    Synthetic aperture radar.

Discussion – Technical Session 8 Part 2 (papers 6 - 9)

Responding to three different aspects of the use of the UKCM system in the Torres Strait, Mahesh Alimchandani said that he could not communicate the cost of the system as it is a private commercial affair.  Regarding the updating of the system with real tide conditions if they differ from the prediction, he explained that the information provided to the ship is a near real time update of the actual conditions, with alarm and recalculation of the passage plan if necessary.  Regarding liability, it has still to be sorted out and formulated, but general principles apply: the service provider is responsible for the calculations, AMSA is responsible for the sensors and the hydrographic service is responsible for the outcomes of the hydrographic survey.
Malcolm Nicholson confirmed that GLA used the SAR (Synthetic Aperture Radar) systems to detect changes of shoal bank from satellite, but other parameters can be used as bathymetry as proposed by Spain; furthermore, results would be better if the waters to survey are less turbid which can be the case around Spain compared with the waters around UK.
When asked if, by allowing master or shipowners to assess their passage plan one year in advance, is there not a risk that several large ships choose to cross the Straits at the same time, during the most favourable slot.  Mahesh Alimchandani explained that indeed it is possible to interrogate the system one year in advance but one can expect that it is to collect first rough information.  However, yes, it means that there is a need for organising the traffic.
Answering a question on squat, Mahesh Alimchandani said that the system calculates the squat effect and that is one of its main output.  He added that the system does not input the information from the shipborne echo sounder, but one can expect that that information is checked independently by the bridge team.
Professor Ma asked why the GLA investigates different technology, such as RTK, during the preparation of the recapitalisation of the DGPS network as ships cannot use that technology.  Seamus Doyle explained that at first they decided to look at all possible providers and users; but at the end the IALA DGNSS recommended system was choosen.
To conclude the session Professor Ma referred to the history of technical progress during the last century, in general and in safety of navigation matter in particular.  e-Navigation has just appeared as a new step forward or as a new dream However, all know that many dreams come true.