Integrity Concept for Maritime Autonomous Surface Ships’ Position Sensors

Abstract

The primary means for electronic position fixing currently in use in majority of contemporary merchant ships are shipborne GPS (Global Positioning System) receivers or DGPS (Differential GPS) and IALA (International Association of Lighthouse Authorities) radio beacon receivers. More advanced GNSS (Global Navigation Satellite System) receivers able to process signals from GPS, Russian GLONASS, Chinese Beidou, European Galileo, Indian IRNSS, Japan QZSS, and satellite-based augmentation systems (SBAS), are still relatively rare in maritime domain. However, it is expected that such combined or multi-system receivers will soon become more common in maritime transport and integrated with gyro, inertial, radar, laser, and optical sensors, and they will become indispensable onboard maritime autonomous surface ships (MASS). To be prepared for a malfunction of any position sensors, their state-of-the-art integrity monitoring should be developed and standardized, taking into account the specificity of MASS and e-navigation safety. The issues of existing requirements, performance standards, and future concepts of integrity monitoring for maritime position sensors are discussed and presented in this paper.

Sensors and System for Vehicle Navigation

“…To be prepared for the failure of any of the position sensors, their state-of-the-art integrity monitoring system must be developed and standardized, taking into account the specifics of MASS and e-navigation safety. Zalewski, P. [18] discusses and presents issues regarding existing requirements, performance standards, and future concepts for the integrity monitoring of marine position sensors.…”

Research on Intelligent Detection Algorithm of the Single Anchored Mooring Area for Maritime Autonomous Surface Ships

“…Anchoring operation is one of the key operations of ships, which is affected by wind, wave and current, ship maneuverability [20][21][22], the accurate positioning of ships [23,24], congestion of anchorage [25], water depth, bottom material grip force [26], anchoring chain length, anchorage circle radius [27], safety distance between the anchoring ships [28] and the algorithm of the anchorage area detection. At present, the research on anchorage area detection focuses mainly on the following two aspects.…”

Determination of the Waterway Parameters as a Component of Safety Management System

“…In the 1980s, deterministic methods of designing the parameters of sea waterways were still dominant [7]; in the 1990s and the first decade of the 21st century, there was a development of probabilistic methods with the use of simulation tests [8]. The vessel technical error (VTE) was introduced by IMO in 2001 [9] and used in research [10]. The systematic approach to the waterway design has begun to be introduced nowadays [3] and was applied during the INSMS "NEP-TUN" application development presented in this paper.…”