Navigational Watch Research Articles

The Influence Of Understanding The Collision Regulations (COLREG) 1972 On Competence Of Navigation Supervision Tasks On Ships

This research examined the impact of understanding the 1972 Collision Regulations (COLREG) on navigational watch competence on ships. COLREG, established by the International Maritime Organization (IMO), provides essential guidelines to prevent sea accidents, which every crew member must know. Mastery of COLREG is crucial for cadets in Nautical programs, ensuring they perform effectively during Marine Practice and as future officers. This study utilized a quantitative approach, with structured research objectives, subjects, objects, samples, and data sources. Methodology spanned from data collection to analysis. Findings indicated significant direct correlations: understanding of COLREG with navigation watch duty competence (coefficient = 0.201, p < 0.05), application of COLREG rules (coefficient = 0.235, p < 0.05), situation analysis (coefficient = 0.154, p < 0.05), and taking appropriate actions (coefficient = 0.188, p < 0.05). Similarly, cadet performance showed significant correlations with understanding and applying COLREG rules, situation analysis, and taking appropriate actions, with coefficients ranging from 0.078 to 0.174 (all p < 0.05). Additionally, a strong link was found between cadet performance and navigation watch duty competence (coefficient = 0.458, p < 0.05). The results of the study showed that the competence of navigation surveillance tasks on board ships was closely related to the factors of understanding the 1972 colreg regulations. The findings demonstrate that seafarers with a strong grasp of COLREG can more effectively identify navigational priorities and make appropriate decisions and actions in emergency situations.

A Decade of ECDIS: Analytical Review of the ECDIS Effect Towards the Safety of Maritime Shipping

The Electronic Charts Display Information System (ECDIS) on board ships is one of the latest amendments that have been stipulated by the International Maritime Organization (IMO) since 2008 and had been widely spread in 2012, and the main purpose of implementing the use of ECDIS was to use modern technology to help in operating ships to obtain a safe navigational watch and a safe approach and mooring in ports. Additionally, it facilitates voyage planning as an easy-to-use tool. Hence, ten years passed (2012-2022). The question arose, was the use of ECDIS considered an improvement to the safe operation of ships, or, on the contrary, it led to an increase in marine accidents? The authors initiated the study after the hypothesis that the ECDIS could be a major cause of marine accidents, and the authors found that the statistics in the hands of the researchers were not indicative of a conclusive opinion. Therefore, the researcher used the criterion of questionnaire as a means of quantitative statistics as a research tool to identify the opinion and vision of bridge seafarers for the use of ECDIS in a decade and to identify if any development is needed either in operational or educational sight. The methodology used in this research was the qualitative analysis data method through a questionnaire for different ECDIS users and indicated that the equipment carried an unprecedented positive effect on the safety of navigation. The questionnaire was based on 10 different questions. Yet, a great fraction agreed that there is a massive room for improvement in the areas of software, hardware, and external sensors to effectively contribute to an efficient Integrated Bridge System.

A Decade of ECDIS: Analytical Review of the ECDIS Effect towards the Safety of Maritime Shipping

The Electronic Charts Display Information System (ECDIS) on board ships is one of the latest amendments that have been stipulated by the International Maritime Organization (IMO) since 2008 and had been widely spread in 2012, and the main purpose of implementing the use of ECDIS was to use modern technology to help in operating ships to obtain a safe navigational watch and a safe approach and mooring in ports. Additionally, it facilitates voyage planning as an easy-to-use tool. Hence, ten years passed (2012-2022). The question arose, was the use of ECDIS considered an improvement to the safe operation of ships, or, on the contrary, it led to an increase in marine accidents? The authors initiated the study after the hypothesis that the ECDIS could be a major cause of marine accidents, and the authors found that the statistics in the hands of the researchers were not indicative of a conclusive opinion. Therefore, the researcher used the criterion of questionnaire as a means of quantitative statistics as a research tool to identify the opinion and vision of bridge seafarers for the use of ECDIS in a decade and to identify if any development is needed either in operational or educational sight. The methodology used in this research was the qualitative analysis data method through a questionnaire for different ECDIS users and indicated that the equipment carried an unprecedented positive effect on the safety of navigation. The questionnaire was based on 10 different questions. Yet, a great fraction agreed that there is a massive room for improvement in the areas of software, hardware, and external sensors to effectively contribute to an efficient Integrated Bridge System.

A discussion on the implementation of the Polar Code and the STCW Convention’s training requirements for ice navigation in polar waters

In 2017, the International Maritime Organization (IMO) implemented the International Code for Ships Operating in Polar Waters (Polar Code), with mandatory requirements covering the Arctic and Antarctic Oceans. In this conjunction, the International Convention on Standards of Training, Certification and Watchkeeping (STCW) were amended in 2018. New training requirements were made applicable for dedicated personnel in charge of a navigational watch on ships with a Polar Ship Certificate (PSC) operating in polar waters. In association with the new training requirements amending the STCW Convention, the IMO, and Transport Canada (flag state authority) signed a Memorandum of Understanding in 2017, for Canada to develop and deliver four regional capacity-building “train-the-trainer” workshops. The objectives of these events were to assist maritime education and training (MET) institutes in enhancing the skills and competence of instructors, to develop competence-based STCW training programs, for dedicated personnel on ships operating in polar waters. This paper examines the first workshop conducted in Canada (2019), to understand the mechanisms in the interaction taking place between the IMO and the Canadian workshop developers and instructors, using the System Theoretic Accident Model and Processes (STAMP). Individual expert interviews are performed, with the main contributors directly involved in developing and conducting the workshop, to evaluate the event’s contribution to improving and specifying the STCW Convention’s training requirements, as referenced in the Polar Code, for seafarers operating in polar waters.

Prototype of Bridge Navigational Watch Alarm System Equipped Obstacle Warning System Based on Image Processing and Real-Time Tracking

Ships are sea transportation that is often used in Indonesia. However, who would have thought that the transportation would become a case because of the frequent occurrence of accidents. This has been proven from data from the KNKT (National Transportation Safety Committee) which noted that from 2012 to 2017 there had been an increase in accidents in the waters. In fact, according to the National Search and Rescue Agency (Basarnas) in 2020 there have been 878 incidents with victims reaching 4658 people. In this final project, the author makes a prototype of BNWAS (Bridge Navigational Watch Alarm System) equipped with obstacle warning using image processing with the otsu method strengthened by thresholding-based segmentation with inverse technique (TsTN), distance detection using the triangle similarity method, real-time tracking with GPS (Global Positioning System) and the entire system can be observed on the Android application. The Final Project performs several analyzes including performance analysis by calculating the accuracy of the BNWAS alarm system, image detection accuracy, distance detection accuracy, GPS accuracy, overall system testing accuracy and packet loss. The accuracy of each system is very good because the error is below 2%, while for overall system testing has a very good performance with a delay of 179.8 ms and 0% packet loss.

A Study of Educational Methods to Enhance Situational Awareness of Officers in Charge of the Navigational Watch

A Study of Educational Methods to Enhance Situational Awareness of Officers in Charge of the Navigational Watch

Ship-to-ship dialogues and agreements for collision risk reduction

AbstractNon-compliance with or misinterpretation of the International Regulations for Preventing Collisions at Sea (COLREGs) when assessing vessel encounters, and the lack of good communication between the vessels involved in a critical situation, are primary contributing factors in collisions. Vessels engaged in an encounter should be aware that they are part of the same scenario and situation, which can become critical. Sharing and contrasting their information about the encounter would help those responsible to take manoeuvring decisions in a consistent way. There are situations whose evaluation by the respective officers in charge of the navigational watch may diverge and lead to disagreements on the actions to be taken. If there is no proper inter-ship communication, a collision may result. This paper presents a proposal for safety communication implemented in a programmable system using common equipment (automatic identification system), and applies it to a case study of one such special situation, showing how it could help to reduce the risk of collision.

The Readiness of the Maritime Education for the Autonomous Shipping Operations

Technological advancement in the maritime industry is progressing in a rapid pace and needs continuous development of seafarer’s education to cope with this development. In the area of automation, unmanned shipping is expected to offer more effective way of moving freight in a way that reduce costs and accidents caused by human errors ,moreover the autonomous operations supports the transition towards sustainable and eco- friendly transportation MO is reviewing the existing IMO adopted conventions to perceive how they may apply to ships with differing levels of automation , to establish a regulatory framework for Maritime Autonomous Surface Ships (MASS).The current version of STCW 1978 (as amended) has 19 competence themes consisting of 66 Knowledge, Understanding & Proficiency items (KUPs), which specifies the minimum standard of competence for officers in charge of a navigational watch on ships of 500 gross tonnage or more ,The curriculums in maritime education and training (MET) university education must react and adjust to the upcoming changes within the maritime industry which demand raising the awareness among all industry stakeholders on the essential Competencies for Autonomous Maritime Operation. This paper will review the readiness of the existing STCW framework for the implementation of the different degrees of the Autonomous vessels, further to investigate the seafarer training needs for Operating Autonomous Ships, in particular degree 1 and degree 2 Autonomous Ships.

Identification of distortion of the navigator's time in model experiment

This article discusses a formal analysis of time perception made by sea transport navigators being in critical situations while performing vessel navigation. The carried out analysis of experimental data and investigations of marine accidents provided us with valuable insights of having wide range of cases in which navigators, while performing complex maneuvers (i.e. mooring operation), are highly likely to be involved into facing challenges of getting poor time comprehension during template implementation process. It is worth mentioning that while having it this very issue is being influenced on by external and internal factors. It, for its part, is noticed to considerably contribute into the increased likelihood of accidents. The main goal of this study is reported to be the development of a concept of having formal and automated means and methods for the identification distortion of the navigator's time (DNT) as being an indicator of negative manifestation of human factor in critical situations. For the sake of having been able to accomplish this goal a generalized model for the formation of t DNT was proposed as well as mathematical models and automated tools were introduced to be used for DNT intervals identification when analyzing the physical trajectory of the vessel's movement. Besides, the generating individual time codes in emergency situations system is managed to be successfully revealed. Moreover, the carried out experiments using the certified navigation simulator Navi Trainer 5000 are said to have confirmed the convincing cogency and to have made clear evidences of providing practical value of the proposed approaches. It goes without saying that these issues are sure to significantly improve the safety-driven process of keeping a navigational watch while navigating a vessel.

Improving observation when watch keeping duty in bad weather conditions on the ship of KM. Binaiya

The aim of this study is to observe watch-keeping duty on KM. Binaya in bad weather conditions. The method used in this study is qualitative research. This research was carried out when carrying out the sail practice for a year on KM. Binaiya and the data used were taken from several sources, second officer and crew. The result of this research shows that the use of radar navigation tools that are already good and need to be improved again and cadet on duty and the helmsman very much needs to prepare himself to help the officer on duty do the navigational watch keeping in conditions of bad weather and limited vision. Furthermore, based on the result, it can be concluded that the watch keeping cadet also plays an important role in helping the watchmaker by maximizing the use of the radar / arpa navigation tool and is more alert in reporting the dangers of the officer on duty in order to avoid collision.

Applying convolutional neural networks for limited-memory application

Currently, convolutional neural networks (CNN) are considered as the most effective tool in image diagnosis and processing techniques. In this paper, we studied and applied the modified SSDLite_MobileNetV2 and proposed a solution to always maintain the boundary of the total memory capacity in the following robust bound and applied on the bridge navigational watch & alarm system (BNWAS). The hardware was designed based on raspberry Pi-3, an embedded single board computer with CPU smartphone level, limited RAM without CUDA GPU. Experimental results showed that the deep learning model on an embedded single board computer brings us high effectiveness in application.

Analytical Method for Maritime Accident Analysis

The ship operation is arrangement of systems comprised of different systems for example, transport administration, navigational support, payload taking care of and port facility. The marine accidents make extensive harmto logistics and environment. In this way, it is viable to guarantee the security of the ship operation. The reason for this paper is to propose an analytical method for maritime accident analysis with the bridge test system and to affirm the viability of the strategy. By this analytical method, it has appeared to discover the most vital consider navigational watch to avoid marine accident.

A novel Real-Time Continuous Fuzzy Fault Tree Analysis (RC-FFTA) model for dynamic environment

The purpose of this study is to provide a real-time continuous fuzzy fault tree analysis model for dynamic environment to prevent undesired events in the complex, vague, complicated, and uncertain systems. In fault tree analysis methods, occurrence probability of an undesired event (i.e. marine accidents) is computed by using statistical, extrapolation, and expert judgement methods . In the proposed method, instant data is received by sensors, run through the algorithms, and the probabilities of risk occurrence are computed continuously. Real-time sensor systems (Automatic radar plotting aid radar, bridge navigational watch alarm system, etc.) of a ship are used to validate this model by analysing the fault trees of collision and grounding. The tests prove that this model is successful for handling the trade-offs and providing continuous improvement.

항해사의 항해기기 취급 능력 향상을 위한 해기 교육 개선에 대한 연구: ECDIS를 중심으로

The main reason of marine casualties is the human error in respect of ship's operation. The human error of officers in charge of a navigational watch is related to their abilities to handle of navigational equipment. Navigational devices play a key role to help officers decide what to do for safe navigation. Thus, the abilities to handle of navigational equipment mean not only operation of devices but also entire understanding of the system such as interpretation of information obtained from devices, appropriate use of information considering navigational circumstance. Qualification of seafarers is in accordance with STCW and detailed training courses for their qualification are provided by IMO model course series. Recently, ships engaged on international voyages shall be fitted with an ECDIS not later than the first survey on or after 1 July 2018. As increasing use of ECDIS on ships, marine casualties related to ECDIS are on the rise. The primary causes of the accidents are lacking understanding of ECDIS system, wrong presentation of information on display, wrong safety setting by seafarers who use ECDIS, using small-scale chart and missing charts update. As a result of these primary causes, some problems like wrong route planning and use of limited or omitted information occur. It could be happening by inappropriate seafarers' training which is not sufficient to support improving abilities of officers to handle navigational equipment. For efficient training, it is need to develop training courses. Applying full mission simulation system to seafarers' training courses with case studies and best practices which are well-constructed scenarios based on true marine casualties can increase the effect of training. To use the simulation system, it is possible that seafarers are trained under condition that closely resemble real situation. It should be considered that IMO model course be revised depending on the level of seafarers also. It could be helpful for increasing seafarers' abilities of equipment operation in place of accumulation of experience spending much time. In the short term, effort of training courses improvement for seafarers is needed and long term, it should be tried to provide stable system and services relate to ECDIS.

Predictors of Performance of the Maritime Academy of Asia and the Pacific (MAAP) in the OIC Navigational Watch Licensure Examination

Predictors of Performance of the Maritime Academy of Asia and the Pacific (MAAP) in the OIC Navigational Watch Licensure Examination

Error Detection in the Navigational Watch Based on the Behavior Analysis of Navigators

Poor lookouts, i.e. one of errors in situation awareness, are pointed out as the major cause of collisions of ships, through investigations of collision accidents. In order to evaluate safety measures for preventing collisions caused by poor lookouts, it is necessary to understand background factors, so called “contexts”, of errors in situation awareness regardless of occurrence of collisions. The purpose of this study is to point out the possible significant contexts, using a navigator’s situation awareness model. As a result, the authors point out that one of the possible significant contexts is a problem on judgment of priority levels of other ships with regard to attention.

A Basic Study on Implementing Optimal Function of Motion Sensor for Bridge Navigational Watch Alarm System

A Bridge Navigational Watch Alarm System (hereafter 'BNWAS') is to monitor and detect if an officer of watch(hereafter ‘OOW’) keeps a sharp lookout on the bridge. The careless lookout of an OOW could lead to marine accidents. For this reason on June 5th, 2009, IMO decided that a ship is equipped with a BNWAS. However, an existing BNWAS gives the OOW a lot of inconvenience and stress in its operation. It requires that the OOW should press reset buttons to confirm their alert watch on the bridge at every three to twelve minute. Many OOWs have complained that at some circumstances they cannot focus on their bridge activities including watch-keeping due to a lots of resetting inputs of BNWAS. Accordingly, IMO has allowed the use of a motion sensor as a resetting device. The motion sensor detects the movements of human body on the bridge and subsequently sends reset signals directly to BNWAS automatically. As a result, OOWs can work uninterrupted. However, some of classification societies and flag authorities have a slightly different stance on the use of motion sensor as a resetting method for BNWAS. The reason is that the motion sensor may trigger false reset signals caused by the motion of objects on the bridge, especially a slight movement such as toss and turn of human body which can extend the period of careless watch. As a basic study to minimize the false reset signals, this paper proposes a simple configuration of BNWAS, which consists of only three motion sensors associated with ‘AND’ and ‘OR’ logic gates. Additionally, several considerations are also proposed for the implementation of motion sensors. This study found that the proposed configuration which consists of three motion sensors is better than an existing one by reducing false reset signals caused by a slight movement of human body in one’s sleep. The proposed configuration in this paper filters false reset signals and is simple to be implemented on existing vessels. In addition, it can be easily installed just by a basic electrical knowledge.

Long Range Security and Safety Tracking System for Merchant Vessels

Seventy percent of the earth’s surface is covered by water, in this large area the vessels are trading, fishing and transporting. Whatever the purpose of sailing we can consider it shipping and is relaying and requiring safety navigation, taking into account keeping clean environment. The Shipping plays a vital role in the economics of most countries so the safety and security control and monitoring from shore is significant. This paper will explain the maritime vessels security systems and safety and will be concentrated on the integration of the security system devices, safety system devices and transmission through satellite communication systems to the shore side, by other means main office on land, to raise the level of safety and security. The safety by choice not by chance Keywords: IMO international maritime organization, GIS geographic information system, SOLAS safety of live at sea ,VDR voyage data recorder ,ECDIS electronic chart display and information system ,RADAR radio detection and ranging ,AIS automatic identification system ,MIS marine information system ,PLC programming logic control ,SCADA supervisory control and data acquisition , GPS global position system , GMDSS global maritime distress and safety system ,SASS Ship Security Alert System ,NAVTEX national weather service BNWAS bridge navigational watch alarm system ,NMEA 183 combined electrical and data specification for communication between marine electronics . tronics .

Design of Bridge Navigational Watch Alarm System

In order to avoid maritime accidents resulted from the consciousness decrease of the Officer Of Watch ( OOW) or the OOWs failure to perform duties,a Bridge Navigational Watch Alarm System ( BNWAS) based on SIEMENS S7-200 PLC is designed.The system monitors bridge activity and detect operator disability which could lead to marine accidents. If for any reason the OOW becomes incapable of performing the OOWs duties, the system can alert the Master or another qualified OOW automatically by a series of indications and alarms. This system meets the requirements of IMO (International Maritime Organization) and can be used in any kind of ship.

해기능력 향상을 위한 해군 PQS 제도 발전에 관한 연구

본 연구에서는 해군 장교들의 해기능력을 검증하는 자체 시스템인 PQS 제도를 국제해사기구의 국제협약인 STCW, 국내 해기 관련 지정교육기관 교육 프로그램, 해기사 면허 취득 자격요건 등과 상호 비교 분석하였다. 현 해군 PQS 제도는 안전항해 측면에서 STCW 협약에서 요구하는 최소한의 필요조건을 만족하는 수준으로 평가된다. STCW 협약을 기준으로 해군 PQS 제도의 발전방안을 제시하면 다음과 같다. 첫째, PQS 제도의 평가범위를 안전항해와 관련된 법규, 해사영어, 천문항해 분야까지 확대할 필요가 있다. 둘째, PQS 평가문항수를 확대하고 객관식, 단답식, 서술식 등 평가유형을 다양화할 필요가 있다. 셋째, 항해과 장교 출신별(사관학교, 학군장교, 학사장교)로 해기능력 관련 교육의 상이에 따른 문제를 해결하기 위해서, 상대적으로 해기 관련 교육기간이 짧은 학사 출신 장교들에 대해 PQS 합격기간을 연장해 주고 실습기간도 별도로 부여해 줄 필요가 있다. This paper investigates the mandatory minimum requirements for certification of officers in charge of a navigational watch on ship specified in the international convention of STCW. The training education and evaluation systems for navigational competence of Korean navy were compared and analyzed. The paper suggests adjustment of the evaluation range, increment of evaluation items, diversification of evaluation types, differentiation of certification-related education by officer's commissioning program in order to improve the PQS system.