Assignment 5

Name: PELINGON CARLO F.

Course/Year/Section: BSMT3BRAVO

Prof/Instructor: CAPT. EDWARD GONZAGA MM

Submitted: 03 OCTOBER 2023

A. Make a reaction paper on your asynchronous learning about the following equipment:

AIS

AIS or Automatic identification system has become significant to the marine industry. Its a
valuable equipment that broadcasts critical vessel information to other vessels on the waterways.

The proper function of the AIS depends on accurate vessel data entry, including entering the
proper ship type code and the full length of a vessel and its tow. Its also part of the Global Maritime
Distress and Safety System (GMDSS).

AIS mandatory on all large vessels for easy identification, tracking, and monitoring, but also as an
aid to navigation, working as a real-time radar for collision avoidance .

VDR

A VDR or voyage data recorder is an equipment installed on a ship to continuously record vital
information related to the operation of a vessel. It contains a voice recording system for a period of
at least last 12 hours so if you’re a marites or love to gossip be careful.

The data collected by VDR is digitalised, compressed, and is stored in a protective storage unit
which is mounted in a safe place. The main purpose of VDR is to record and store ship’s critical
parameters to facilitate reconstruction of the incident for the purpose of analysis.

In the case of an accident, where the VDR is inaccessible and the data has not been retrieved
prior to abandonment, a decision will need to be taken by the Flag State co-operation with any other
interested States on the viability and cost of recovering the VDR balanced against the potential use of
the information.

BNWAS

As a future seafarer its important to know and have knowledge in any alarm in ships. Bridge
navigational watch alarm system (BNWAS) is to monitor bridge activity and detect operator disability
which could lead to marine accidents.

This system monitors the awareness of the Officer of the Watch and automatically alerts the
Master or another qualified OOW if for any reason the OOW becomes incapable of performing the
OOW’s duties.
 The BNWAS should be operational whenever the ship’s heading or track control system is
engaged unless inhibited by the Master. It shall be in operation whenever the ship is underway at
sea .

B. Perform research on the definitions and usage on boardships of following Bridge Navigational
Equipments and RADAR/ARPA Terms:

1.Binoculars Binoculars provide assistance to the captain, navigator, and crew by allowing them to
clearly make out navigational aids such as buoys and daymarks. They also allow for spotting and
identifying objects such as: ships or other vessels, approaching weather, landmarks, and hazards.

2a. Azimuth Circle

The Compass Azimuth Circle is mounted on the repeater compass. By means of a prism and
reflection mirror, sunlight is projected in the form of a line on to the compass card through a slit, thus
making it possible to observe the sun.

2b. Pelorous

In marine navigation, a pelorus is a reference tool for maintaining bearing of a vessel at sea.
It is a "simplified compass" without a directive element, suitably mounted and provided
with vanes to permit observation of relative bearings.
3. CPA (Closest Point of Approach)

The Closest Point of Approach (CPA) is an estimated distance between yourself and another
vessel with which you are at risk of collision. The concept of CPA is from Automatic Radar Plotting
Aids (ARPA), where the motion of two vessels (one being yourself) is monitored, and the nearest
point at which a collision is possible is calculated. is essential in ship safety and collision avoidance.
The Closest Point of Approach (CPA) is an estimated distance between yourself and another vessel
with which you are at risk of collision.

The concept of CPA is from Automatic Radar Plotting Aids (ARPA), where the motion of two vessels
(one being yourself) is monitored, and the nearest point at which a collision is possible is calculated.
CPA is essential in ship safety and collision avoidance.

4. TCPA

TCPA (Time to Closest Point of Approach) is a navigation term that refers to the amount of time it will
take for two vessels to reach the CPA point. It is calculated by using the current positions, headings,
and speeds of the two vessels and determining the time it will take for them to reach the CPA point.
5. VRM

VRM: The VRM (Variable Range Marker) measures the range to targets. To measure range, press the
key to display the VRM. It appears as a dashed circle. Adjust the VRM so that it touches the inner
edge of the target. The range to the target appears in a data box on the display. Some Radars may
display two VRM’s; the length of the dash of the #2 VRM is longer than that of the #1 VRM

6. EBL- The EBL (Electronic Bearing Line) measures bearing to targets in degrees. To measure bearing,
press the key to display the EBL. It appears as a dashed line. Adjust the EBL so that it bisects the
target. The bearing to target appears in a data box on the display. Some Radars can display two EBL’s;
the length of the dash of the #2 EBL is longer than that of the #1 EBL.

7. BCR (Bow Crossing Range)

The distance at which one ship crosses ahead of another’s bow (or astern, if negative).

8. Bow Crossing Time-BCT is the time when BCR occurs.

9. Differentiate ARPA from RADAR

Radar is the system that sends out radio waves and receives the reflected signals to detect objects
and report their direction and distance (and speed with Doppler radar). ARPA (automatic radar
plotting aid) takes those contacts and uses computer electronics to plot them to help the operator
understand the significance of the contacts. ARPA is not the radar itself but is the brains that use
radar to aid in navigation.

10.GMDSS

Global Maritime Distress and Safety System (GMDSS) has been developed by the maritime nations in
the International Maritime Organization (IMO) and is the result of their adoption of amendments
made in 1988 to the 1974 International Convention on the Safety of Life at Sea (SOLAS).

Based on recent developments in maritime communications, such as satellites and digital technology,
GMDSS is designed to ensure maximum availability of safety-related communication for all passenger
ships as well as for cargo vessels of 300 GT and upwards engaged in international voyages.*
The goal of GMDSS is to virtually guarantee that complying vessels will be able to communicate with
an onshore station at any time, from any location, in case of distress or to exchange safety-related
information.

*Ships below 300 gross tonnage as well as those that are not engaged in international voyages are
subject to the requirements of the administrations of their flag states

11. INMARSAT

The INMARSAT system allows rapid communications between a ship and a land station or between
ships. Communications is by voice or teletype; distress calls and messages can also be initiated.

12. COSPAS-SARSAT

Is a satellite-based monitoring system that detects and locates emergency beacons. Professional
operators then notify search-and-rescue (SAR) authorities. The beacons comply with internationally
agreed standards for radio communication and identification of beacon owners.
COSPAS is an acronym for the Russian words “Cosmicheskaya Sistema Poiska Avariynyh Sudov”,
which translates to “Space System for the Search of Vessels in Distress”. SARSAT is an acronym for
Search And Rescue Satellite-Aided Tracking.

13. LES -Land Earth Station

An earth station is a collection of equipment installed on the earth’s surface that enables
communications over one or more satellites.

14. Weather Facsimile

Facsimile (fax) is a means of providing weather information to ships at sea. The information is
presented as a chart (map), showing barometric high pressures, low pressures, pressure gradients,
wind speed and direction, and temperature.
Schedules for facsimile weather broadcast were provided in marine publications and could also be
sent via facsimile.

15. Sextant

Sextant, instrument for determining the angle between the horizon and a celestial body such as the
Sun, the Moon, or a star, used in celestial navigation to determine latitude and longitude. The device
consists of an arc of a circle, marked off in degrees, and a movable radial arm pivoted at the centre of
the circle.

16. Barometer

Barometer is a scientific device that is useful to measure air pressure in a given environment.
Pressure tendency can give the forecast short term changes in the weather. Many measurements of
the air pressure are in use within the surface weather analysis. It is to help for finding the surface
troughs, pressure systems and frontal boundaries. It is a scientific instrument useful to measure the
atmospheric pressure which is termed as barometric pressure. In our atmosphere, many layers of air
are wrapped around the Earth. This air is having the weight and presses against everything it touches
as gravity pulls it to Earth. The barometer is applicable hereto measure this pressure. This article will
discuss many aspects of this device in a systematic way.
17. Clinometer / Inclinometer

An inclinometer is the device used for pointing and measuring the angles of the earth’s surface. In
the marine industry, inclinometers are used mainly on ships and oil rigs to measure how much a
vessel slants while being on still water and when the water is choppy. The inclinometer is also known
as a clinometer.
18. Hygrometer

A hygrometer is a specially designed apparatus that calculates relative humidity in an open

or enclosed area. The term hygrometer is formulated from the Greek word ‘Hygros’, which
means moist or wet.

Humidity can also be explained as air humidity or relative humidity, which is stated as the
quantity of water vapour in the atmosphere. The population of water molecules in the
atmosphere relies on multiple factors, including the air’s temperature. Warm air usually is
much more humid than cold air. When the atmosphere temperature drops, the highest
amount of water the air can sustain decreases

19. Hydrometer

Hydrometer, device for measuring some characteristics of a liquid, such as its density (weight per
unit volume) or specific gravity (weight per unit volume compared with water). The device consists
essentially of a weighted, sealed, long-necked glass bulb that is immersed in the liquid being
measured; the depth of flotation gives an indication of liquid density, and the neck can be calibrated
to read density, specific gravity, or some other related characteristic
20. SSAS (Ship’s Securoty Alerting System)

The Ship Security Alert System (SSAS) is a safety measure for strengthening ship’s security and
subduing acts of piracy and/or terrorism against shipping. Widely Acknowledged as a part of the
International Ship and Port Facility Security Code (ISPS code), the Ship Security Alert System (SSAS)
complements the International Maritime Organization (IMO)’s attempts to increase maritime vessel
security.

The SSAS is a type of silent ship security alarm system which, when activated, does not issue any
audio-visual signal on the ship or to nearby vessels or security forces. The alert in most cases is first
received by the ship’s owner or an SSAS management third party, then passed to the ship’s flag state,
and these receivers are obliged to inform the national authorities of the coastal states where the ship
is sailing.

21. Ship’s Email Carrier System such as INMARSAT Fleet F77 Ship Warth Station or its modern
equivalent

Today, ships generate, collect and transmit an ever-increasing volume of data. To achieve efficient
data transfer, wireless communications have been widely adopted for many years. Marine very high
frequency (VHF) installations, satellites and WiFi are just a few examples.

Radio media transmission adrift had gone through an ocean change in the only remaining century.
After the times of semaphores and banners (which is as yet pertinent today at times), radio achieved
an extreme change in marine correspondence adrift.

From the early long stretches of the only remaining century, ships began fitting radio for conveying
trouble signals among themselves and with the shore. Radiotelegraphy utilizing Morse code was
utilized in the early aspect of the 20th century for marine correspondence.

In the seventies, in the wake of thinking about the investigations of the International
Telecommunication Union, IMO achieved a framework where transport to-transport or boat to-shore
correspondence was placed without hesitation with some level of computerization, wherein a gifted
radio official keeping 24×7 watch was not needed.

Marine correspondence between ships or with the shore was conveyed with the assistance of locally
available frameworks through shore stations and even satellites. While transport-to-deliver
correspondence was achieved by VHF radio, Digital Selective Calling (DSC) concocted carefully
controller orders to send or get trouble ready, critical or wellbeing calls, or routine need messages.
DSC regulators would now be able to be coordinated with the VHF radio according to the SOLAS
(Safety Of Life at Sea) show.

Satellite administrations, instead of earthbound correspondence frameworks, need the assistance of

geostationary satellites for sending and getting signals, where the scope of shore stations can't reach.
These marine correspondence administrations are given by INMARSAT (a business organization) and
COSPAS – SARSAT (a worldwide government-subsidized office).

While INMARSAT gives the extent of two-way correspondences, the COSPAS – SARSAT has a
framework that is restricted to gathering of signs from the crisis position and places without any
offices of two-way marine interchanges, showing radio signals (EPIRB).

For worldwide operational prerequisites, the Global Maritime Distress Safety System (GMDSS) has
isolated the world into four sub-zones. These are four geological divisions named as A1, A2, A3, and
A4.

Diverse radio correspondence frameworks are required by the vessel to convey installed ships,
contingent upon the zone of activity of that specific vessel.

A1 – It's around 20-30 nautical miles from the coast, which is under the inclusion of in any event one
VHF coast radio broadcast in which consistent DSC alarming is accessible. Hardware utilized: A VHF, a
DSC, and a NAVTEX collector (a navigational message for accepting sea and meteorological data).

A2 – This region notionally should cover 400 nautical miles seaward however practically speaking, it
reaches out up to 100 nautical miles seaward yet this ought to avoid A1 territories. Gear utilized: A
DSC, and radiotelephone (MF radio range) in addition to the hardware required for A1 regions.

A3 – This is the zone barring the A1 and A2 territories. Yet, the inclusion is inside 70 degrees north
and 70 degrees south scope and is inside INMARSAT geostationary satellite range, where consistent
alarming is accessible. Gear utilized: A high-recurrence radio and additionally INMARSAT, an
arrangement of accepting MSI (Maritime Safety Information) in addition to the next outstanding
frameworks for A1 and A2 zones.

A4 – These are the zones outside ocean territories of A1, A2, and A3. These are basically the Polar
Regions North and South of 70 degrees of scope. Gear utilized: HF radio assistance in addition to
those required for different territories.

All seas are secured by HF marine correspondence administrations for which the IMO requires two
coast stations for each sea locale. Today practically all boats are fitted with satellite terminals for Ship
Security Alerts System (SSAS) and for long-extend recognizable proof and following according to
SOLAS necessities.

With the integration of 5G, WiFi and new generation satellites, as well as conventional marine radio
communication networks, we will see transformation everywhere. Stakeholders will be able to
monitor live audio and high definition (HD) or 3D video collected onboard. Radio-frequency
identification (RFID) tags will support through-life asset management, including the tracking status of
cargoes, as well as structural and machinery components. Crew will need to be trained to operate
multiple communication tools. Evolution will take place in the workflow process. Physical onboard
surveys will be replaced by remote monitoring. Regulatory compliance and enforcement will be
achieved remotely without visiting the ship. Real-time decision-making in ship management and
autonomous operation will become feasible. Emergency evacuation will be conducted more quickly
and in a more transparent manner. Consumers will be able to track product supply chains from
factories to retailers and scrutinise the shipping footprint along the journey. Meanwhile, we will see
an improvement in the quality of interpersonal communication between ship and shore, as well as
an improvement in the wellbeing of the crew.

We in Marine Digital have created a hardware solution that provides ship-to-shore communication,
accumulates and transmits data for vessel performance monitoring and fuel optimization system
(FOS) in real time at a constant level of communication. Marine Digital FOS can also collect data from
a ship and periodically transmit data for processing in the cloud and presenting statistical and
analytical data in a single interface, both for officers on the ship and for managers of a shipping
company on the shore.
Reference: https://marine-digital.com/article_maritime_communication