232
12 Radar Systems of Maritime Transport
approaching situation and navigation conditions, and in accordance with the recommendations of good maritime practice. It should be remembered that even a decisive
maneuver can be detected by another vessel using ARPS only 3–4 min after its
initiation.
After the selection of divergence maneuver, it is trialed (imitated) at the time of the
maneuver beginning (lead time) set by the navigator. When simulating a maneuver
in all ARPSs, the situation is calculated only for targets that are on auto-tracking,
and it is assumed that all of them keep their course and velocity unchanged.
When performing a maneuver, it is necessary to carefully monitor the vectors of
meeting vessels, including the indication of their past positions, in order to detect
their possible maneuver as early as possible. It is also necessary to carefully monitor
the effectiveness of the maneuver and, if necessary, take timely additional measures
to ensure safety. Continuous and careful monitoring of the mutual movement of ships
must be carried out until the return to the previous course.
7. Use of ARPS for navigation during coastal navigation in traffic flows
In coastal navigation, it is effective to use ARPS not only to prevent collisions of
ships, but also to control the position and movement of own ship relative to the
coast and the line of a given path. Initial identification of radar landmarks when
approaching the coast from the sea is recommended to be carried out by series
(fan)of bearings and distances. When using 5–6 landmarks, the method is absolutely
reliable and allows not only to set the name of landmarks, but also to reveal the
“errors of the object,” i.e., to establish from which parts of the object (from the
water’s edge or from some horizontal) the reflected echo signal is coming. During
the subsequent movement along the coast, the most effective method of identification
is the “referencing” (affixment) method, when each subsequent landmark is reliably
identified relative to the known one before this known landmark exceeds the bounds
of the radar surveillance zone.
Taking the stationary navigational landmarks for auto-tracking and displaying
data on bearing and distance of the tracked object in a form (target label) allow you
to effectively control the vessel movement and the performance timeliness of turns.
8. Navigation management at sailing in ship traffic separation systems
From a navigational point of view, ship control while navigating in traffic separation
systems TSS and in confined waters is reduced to the timely execution of turns and
compensation of emerging ship deviations from the line of a given path.
When navigating in TSS, the used navigation methods should meet the following
requirements:
• the ability to continuously monitor the vessel position and movement, the ability to
instantly assess not only the position, but also the trend of the vessel’s movement
in order to take timely corrective action (e.g., to clarify the accepted correction
for drift);
• possibility of position estimation with errors not exceeding 20% of the traffic lane
width (with a probability of 0.95);
12 Radar Systems of Maritime Transport
approaching situation and navigation conditions, and in accordance with the recommendations of good maritime practice. It should be remembered that even a decisive
maneuver can be detected by another vessel using ARPS only 3–4 min after its
initiation.
After the selection of divergence maneuver, it is trialed (imitated) at the time of the
maneuver beginning (lead time) set by the navigator. When simulating a maneuver
in all ARPSs, the situation is calculated only for targets that are on auto-tracking,
and it is assumed that all of them keep their course and velocity unchanged.
When performing a maneuver, it is necessary to carefully monitor the vectors of
meeting vessels, including the indication of their past positions, in order to detect
their possible maneuver as early as possible. It is also necessary to carefully monitor
the effectiveness of the maneuver and, if necessary, take timely additional measures
to ensure safety. Continuous and careful monitoring of the mutual movement of ships
must be carried out until the return to the previous course.
7. Use of ARPS for navigation during coastal navigation in traffic flows
In coastal navigation, it is effective to use ARPS not only to prevent collisions of
ships, but also to control the position and movement of own ship relative to the
coast and the line of a given path. Initial identification of radar landmarks when
approaching the coast from the sea is recommended to be carried out by series
(fan)of bearings and distances. When using 5–6 landmarks, the method is absolutely
reliable and allows not only to set the name of landmarks, but also to reveal the
“errors of the object,” i.e., to establish from which parts of the object (from the
water’s edge or from some horizontal) the reflected echo signal is coming. During
the subsequent movement along the coast, the most effective method of identification
is the “referencing” (affixment) method, when each subsequent landmark is reliably
identified relative to the known one before this known landmark exceeds the bounds
of the radar surveillance zone.
Taking the stationary navigational landmarks for auto-tracking and displaying
data on bearing and distance of the tracked object in a form (target label) allow you
to effectively control the vessel movement and the performance timeliness of turns.
8. Navigation management at sailing in ship traffic separation systems
From a navigational point of view, ship control while navigating in traffic separation
systems TSS and in confined waters is reduced to the timely execution of turns and
compensation of emerging ship deviations from the line of a given path.
When navigating in TSS, the used navigation methods should meet the following
requirements:
• the ability to continuously monitor the vessel position and movement, the ability to
instantly assess not only the position, but also the trend of the vessel’s movement
in order to take timely corrective action (e.g., to clarify the accepted correction
for drift);
• possibility of position estimation with errors not exceeding 20% of the traffic lane
width (with a probability of 0.95);