TYPES OF NAVIGATIONAL EQUIPMENTS, PRINCIPLES, LIMITATIONS AND ERRORS.

ABSTRACT
To plan and navigate a maritime journey, a ship navigation officer no longer must turn to odd
sources of help. A ship officer today has access to a variety of marine navigating instruments
that substantially ease his life thanks to technological improvements. Also, modern sailors or
cadets are taught how to employ navigational tools that have increased the security and
efficiency of marine transport. With the aid of modern conveniences and automation, a ship
can sail easily and securely, but this research examines how each and every piece of
navigational equipment interacts with one another. Modern ships are equipped with a variety
of sophisticated navigational equipment systems that offer exact route information. Many
technical tools are used by ships for navigation. The main objectives include knowing your
position, speed, heading, and travel duration, as well as communicating and signaling to avoid
collisions and accidents and handle emergencies. According to its intended uses, the study
found a substantial connection between each navigational aid.
INTRODUCTION.
The ship's navigational equipment consists of several instruments that help in determining the
ship's position, speed, and course as well as ensuring safety when navigating in shallow waters
or encountering other vessels. While some of these have long been employed by mariners,
others are newer technological advancements. Before leaving our ports or coasts, a ship's
captain must ensure that everything is ready for a quick and safe voyage. The first item that
must be considered is the navigational equipment because there may be issues without it. But
the key question is: Are these tools truly necessary for a ship to sail? A trained ship surveyor or
naval architect's inspection is recommended when chartering a ship because a recent study
demonstrates that it is legally necessary to have proper safety and navigation equipment
according to the size, kind, and operation being conducted of each vessel. This compromises all
navigation equipment, life jackets, life rafts, lifesaving rings, flares, firefighter gear, and
lifeboats. This survey has been discussed regarding further details on these parameters.
FINDINGS.
1)GYRO COMPASS
A non-magnetic compass called a "gyro compass" is used to find North or the right way.
Materials that are ferromagnetic have no effect on the Gyro compass. Unlike a magnetic
compass, it is not hampered by an external magnetic field. It has developed into an essential
piece of gear in almost all merchant or navy ships. A spinning wheel mounted on gimbals that
permits the wheel's axis to freely revolve is essentially what a gyrocompass is. Consider it to be
quickly rotating with an axis that is not pointing at the celestial pole. According to the
conservation of angular momentum, such a wheel will continue to be pointed in the same
direction as it was before.
PRINCIPLE.
In order to precisely find true north, a gyrocompass works with a high-speed gyro rotor
(gyroscope). Under the combined influence of gravity's pull and the earth's rotation, it seeks an
equilibrium orientation. A gyroscope is a device in which a heavy flywheel or top rotates at a
fast rate of speed, the turning action preventing a change in the direction of the axis. The Greek
words gyro and skopein, which both mean to see, are related to the English words turn and
revolution. Gyrocompass operation is dependent on 4 laws or facts, the first two of which are
specific intrinsic characteristics of the gyroscope. Gyroscopic inertia (which rotates firmly in
space) and precession. The third and fourth, which deal with the earth's rotation and
gravitation, are both related to it.
LIMITATION.
There are a few drawbacks to the gyro compass, despite its high level of dependability. Due to
the fact that gyro compasses are immune to magnetic fields, they are the best navigational tool
for locations with a lot of magnetic interference. They might veer off course because of their
sensitivity to vibrations and temperature changes. They also cost more than conventional
navigation systems and demand frequent calibration and maintenance. The accuracy of gyro
compasses can be impacted by the current, hence they are not recommended for navigating in
extremely shallow water. Despite its accuracy, gyrocompass faults do happen from time to
time, including speed, latitude, ballistic deflection, ballistic damping, quadrantal, and gimballing
errors. Incorrectly positioned gyrocompasses in boats can cause mistakes, which in turn can
cause further problems. Thus, it is essential to check that the gyrocompass is properly
positioned to coincide with the vessel's centerline in order to prevent deviations. In order to
maintain accuracy, it is imperative to regularly inspect the gyrocompass for any issues or
mistakes. A high-quality gyrocompass with cutting-edge technology should also be fitted to
provide the most precise readings. In order to guarantee the instrument's accuracy and
dependability for navigational reasons, frequent maintenance is also advised.
ERRORS.

 LATITUDE ERROR
Latitude mistake (or dampening) A compass that is tilted has this inaccuracy. A compass that
has been dampened in tilt will always rest above the horizon and east of the meridian in New
Hampshire, and vice versa. The latitude of the observer has an impact on its amplitude
(latitude), At the equator, there is no inaccuracy. Eastward mistake exists at all northern
latitudes and vice versa. In order to compensate for damping error, a latitude rider/adjuster is
provided with a gyro compass, which moves the lubber line in the appropriate direction
according to the magnitude of the mistake.

 SPEED ERROR
The gyro compass adjusts to Earth's rotation to point northward and southward. When installed
aboard a ship, a gyro compass senses the movement of the ship. As a result, the ship's velocity
and the Earth's surface speed combine to produce the direction in which the gyro compass's
axis settles. Since the compass settles in a direction that is dependent on the ship's course,
speed, and the observer's latitude, it deviates from True North. The error gets bigger as the
observer's latitude gets bigger. Westward errors occur on all northerly and vice versa directed
courses. Exact E-W courses have zero error. For exactly N-S courses, the precision is most
lacking. A speed rider is provided to make up for steaming errors, and when paired with the
latitude rider, they move the lubber line in the proper direction.

 BALLISTIC DEFLECTION ERROR

As the north-south component of the speed fluctuates because of speed or course, it causes a
brief oscillation error in the gyro compass. If the compass is non-pendulous, an accelerating
force acts on it, causing a surge of mercury to move from one area of the system to another, or
a deflection of a mass in the case of a pendulous compass.

 BALLISTIC DAMPING ERROR

The methods used to attenuate the oscillations of the spin axis produced a transient oscillatory
inaccuracy into a gyro compass during changes in course and speed.

 GIMBALLING ERROR
The slant of the compass rise is to blame for this. Directional calculations are performed on the
horizontal plane. The graduations are not regularly spaced, and the outer rim's horizontal
projection is elliptical when the compass card is tilted. As the error is small, it may be
disregarded for normal tilt angles.
2)MAGNETIC COMPASS
A magnetic compass is a gadget that allows you to determine a reference point or location on
Earth that corresponds to magnetic north. This is slightly different from true north, but with the
varying correction factors necessary at various areas across the world now known, a competent
magnetic compass will still transport a skilled user from place to place very smoothly.
PRINCIPLE
A magnetic compass is a crucial piece of maritime gear. A magnetized needle hung freely will
point north due to the forces produced by the Earth's magnetic field, to put it simply. After
North is established, the other directions are simple to find. The ship's magnetic compass is
frequently situated on the "monkey island" above the navigating bridge and reflected into the
bridge via a device like a periscope, allowing the helmsman to easily read the compass while
leading the ship.
LIMITATION.
The following qualities prevent the magnetic compass from determining directions accurately:
responsive to any magnetic disturbance, worthless at the magnetic poles, and sluggish and
unreliable elsewhere, Variations in a ship's magnetic properties change deviation (explained
later). Changes in the ship's design or magnetic cargo can also have an impact on magnetic
properties. Deviation fluctuates with heading. We may consider the ship and the earth to be
magnets. The compass does not point to the true north because of the ship's magnetism, which
fluctuates with the heading.
ERRORS

 VARIATION
The true north pole is not at the same place as the magnetic north pole. A magnetic compass
needle will deviate from true north as a result of this variation. As it varies at various locations
on the Earth's surface, the amount by which the needle is offset is known as the variance.
Variance typically fluctuates even within a single region, growing or shrinking at a regular
annual rate. The compass rose of the chart for each locality shows the variation for each
location as well as the amount of yearly increase or decline. Every ship en route to any
particular area experiences the same variance. Every ship en route to any particular area
experiences the same variance. Every ship that travels to a particular spot experiences the same
variance. If only affected by variation, the magnetic compass will always point roughly in the
direction of the magnetic north pole regardless of which way the ship is traveling.

 DEVIATION
A magnetic compass needle's deviation is the amount of magnetic ship-board material that
causes the needle to be redirected. For any given compass direction, deviation is constant, but
it does not hold true for all headings. The divergence increases, decreases, raises, and then
decreases again as the ship spins 360 degrees. In the pilothouse, where deviation has a big
impact, the magnetic steering compass is placed. On the topside, where the magnetic forces
that induce deviation are weaker, is often where you'll find the conventional compass. The
initials PSC (per standard compass), PSTGC (per steering compass), and PGC must be used to
identify the courses and bearings of these compasses, respectively (per gyrocompass). You may
observe the steering and gyrocompass using the traditional compass.

 TURNING ERROR
An opposite-direction turn is implied or preceded by a turn from the north. In order to roll out
on the correct heading, one must first roll out of the turn and beyond the correct heading.
There is a curve that leads south. Hence, one must roll out of the turn before rolling out in the
appropriate direction.

 ACCELERATION AND DECELARATION ERROR

The magnetic compass will indicate a false turn to the north with any acceleration or
deceleration while moving east or west, and a false turn to the south with any increase in
speed.

 OSCILLATION ERROR
The compass card moves erratically as a result of this error, which is caused by harsh control
movements. The result of several such errors combined is oscillation, which causes the compass
card to oscillate around the heading being flown. The gyroscopic heading indicator should be in
line with the magnetic compass using the average indication between the swings.

 MAGNETIC DIP ERROR

Magnetic dip refers to the compass needles' proclivity to point both below and toward the
magnetic pole. The magnetic equatorial dip is greatest at the poles and lowest close to the
Magnetic Equator. As the compass card is designed to function horizontally, any departure from
the horizontal plane results in dip inaccuracy. Your magnetic compass's needle will be parallel
to the Earth's surface at the Magnetic Equator but will start to point downward as you
approach the Magnetic Pole. The northerly turning error is brought on by the compass
mounting. When the plane spins owing to centrifugal force, the card is banked since it is
balanced in fluid. The north-seeking ends of the compass dip to the low side of the turn when
the card is banked because of the Earth's magnetic field's vertical component. The compass
momentarily displays a turn in the other direction while turning from the north. A speedier,
correct turn in the right direction is indicated while coming from the south.
3) AUTO PILOT
This instrument's technology drastically changed sea navigation. Autopilot is a vitally important
piece of navigational gear on the bridge. This technology is designed to automatically control a
ship's helm and maintain it on a specified course. By keeping the steering in autopilot mode,
the navigator may focus on other crucial tasks including assessing and avoiding accident
hazards. Gyro compass and device are in sync. Any problems with the latter will affect the
boat's steering. If the gyro compass fails, the system won't be able to control the ship. Modern
autopilot systems can also relate to ECDIS in order to follow the route indicated on the
electronic chart.
PRINCIPLES.
A differential amplifier is connected to a gyroscope or magnetic repeating compass output, as
well as a signal from a manual course-setting control. The amplifier has no output if there is no
difference between the two signals, and the rudder is immobile. An output error signal
corresponding to the magnitude of the discrepancy is applied to the heading error amplifier
when a difference between the two data sources is detected. The rudder moves in the direction
determined by the sign of the output voltage since this amplifier's output is coupled to the
circuit that controls the rudder. The error signal between the compass and the chosen course
inputs is used by the differential amplifier to produce an output voltage appropriate to the off-
course error. This type of control is hence referred to as "proportional" control. As was
previously shown, utilizing just proportional control causes the vessel to oscillate to the left or
right of its intended course due to inertia, which causes overshooting.
LIMITATIONS
If any moving is anticipated while entering restricted water, such as harbor or port borders, TSS,
channels, or straits, If the course is altered by more than ten degrees, When the ship's speed
drops below 5 knots (Autopilot is only useful at speeds up to 5 knots), as soon as the gyro fails
and the Gyro Alarm sounds. (Caution Gyro failure is not detected by the autopilot. When it
wanders, it will keep moving in the direction indicated by the gyro), A ship may have a massive
helm amid stormy seas or heavy winds.
ERRORS
It's not always the case that the absence of the off-course warning indicates that the ship is
following its intended course. Wind and currents have the potential to cause the ship to deviate
from its course even while the heading is unchanged.
4) RADAR
Radar can locate any target in the vicinity of the ship, including other ships, land barriers,
icebergs, etc. For this, a rotating antenna is used. A view of the environment surrounding the
spacecraft may be seen on the gadget screen. This knowledge may be used to avoid collisions,
which is especially useful in inclement weather. The two types of radars used on ships are X-
band and S-band radars. X-band radar operates at a frequency of around 10 GHz and a
wavelength of 3 cm (roughly 1.18 in) (smaller antennas in weight and size). The increased
frequency of this band results in a better target resolution.
PRINCIPLES
A radar system operates by releasing electromagnetic radiation into space and identifying
different attributes of objects by evaluating the echo created when the energy is re-emitted by
the target. The electromagnetic signal is produced by the transmitter unit and transmitted into
space by the radar antenna. The signal from the radar antenna is processed by the receiver. We
are aware that differences in the medium's conductivity cause an electromagnetic wave,
whenever it is transmitted by the system, to reflect or re-radiate some of its components. A
stationary or moving object causes this shift in conductivity to occur. In order to ascertain the
item's location, the radar system employs an antenna to pick up the echo and analyze it.
LIMITATIONS.

 CLUTTER
Clutter can affect radar signals, especially those produced by the water and rain. Clutter
controls are provided for this reason. However, extra caution should be exercised when using
the clutter controls since they might end up suppressing weaker things that are travelling
through the clutter zone.

 BLIND/SHADOW SECTORS
The design of the ship and the items within might create blind spots or shadowy areas. So, it is
crucial to correctly identify the shadow or blind areas so that other users can comprehend the
limitations of these sectors.

 DISTORTED COASTLINE
The radar may detect a curved shoreline while a vessel approaches a straight coastline, and vice
versa. This is caused by the distance that the radar must travel to reach distant locations from
the ship's centerline and to return to the receiver.

 INPUT LIMITATIONS
Information is fed into modern radars from a variety of sources. Two of these sources are GPS
and compasses. There may be restrictions on certain inputs that affect the radar itself. These
input restrictions should be understood by ship navigators in order to understand how they
affect radar.

 HEADING MISALIGNMENT
On a ship's radar, heading markers are often manually put. This suggests that the markings
might be out of alignment for several reasons. Direct two vessels at each other to ensure that
the heading marker is not misplaced. Check to see whether they are in a safe area. When the
ships have arrived at this point, use a compass to calculate your vessel's bearing. The heading
marker must display this bearing.

 BEARING DISCRIMINATION
The ship's radar system must be able to distinguish between two objects that are in proximity
but have slightly different bearings. These two contacts may be reported as the same by the
radar because it cannot tell them apart.
ERRORS

 INDEX ERROR
The actual distance between two locations on a map and the radar range are different from one
another in this way. When the seat of the vessel lies between two locations, this error is visible.

 BEAMWIDTH ERROR
The radar beam's width tends to increase as a vessel moves farther away from it. The things
that have been detected are warped as a result. The distortion error increases as the vessel
recedes from the vessel.

 ATTENUATION ERROR
Attenuation results from the energy of the beam being absorbed and then dispersed as it
passes through the atmosphere. The echo strength is typically significantly reduced as a result.
A high frequency and a short wavelength make attenuation more noticeable.

 DOUBLE ECHOES
When radar signals hit the ship and then return to the receiver, this happens.

 MULTIPLE ECHOES
Many reverberations of echoes from the same ship and from other ships result in the
emergence of multiple echoes. The display screen can contain more than two or three things
that have been recognized.

 INDIRECT WAVE ERROR

When the ship sends a radar beam, it is intended to travel directly to the contact. But, there are
occasions when the beam strikes the water and is further deflected, causing it to go further
than if it had traveled straight.
5) ECHO SOUNDER
It has existed for almost a century. To ascertain the depth under the vessel, a sound pulse is
transmitted, bounces off the bottom, and returns to the source.
PRINCIPLES.
By measuring the amount of time, it takes for an energy pulse to travel to the seafloor and
back, echo sounders, which work on the principle of acoustic energy reflection, may measure
the depth of the ocean. The ship sends a brief vertically downward sound energy pulse. The
echo of this pulse from the bottom travels back to the ship. Performance of a sonar system is
dependent on how accurately it monitors source propagation velocity.
LIMITATIONS
Magnification is lost in higher ranges
ERRORS

 VELOCITY ERROR
When salinity, pressure, and temperature rise, so does velocity. The salinity setting is the most
critical of these three, followed by the temperature. If the velocity reading is lower than
expected, the E/S will underread, which, while undesirable, is not harmful. As a result, if the
settings are not corrected when the ship reaches the Red Sea from the Gulf of Aden, the E/S will
overestimate the depth. Nevertheless, if you enter the Mediterranean later and neglect to
update the settings, the E/S will overestimate the depth, which may be dangerous.

 AERATION
Bubbles form on the keel and the sea floor as a result of rudder action, severe pitching while
lightly loaded, breaking water over shoals, or rough weather. The bubble will absorb the sound
energy, resulting in no marking on the E/S or an under-reading of depth. There is no cure
available, except that this is a transitory disease that will be cured fast.

 STYLUS SPEED ERROR

The stylus rotates so quickly that the time it takes to move from top to bottom is double the
distance of the range set. The depth recorded will be varied if the stylus rotates at a different
speed (due to voltage fluctuation or sticky tape). The manual's directions are followed while
adjusting.

 MULTIPLE ECHOES
In shallow water, sound energy reflected from the sea floor may be re-reflected from the ship,
reach the sea bottom, and be reflected, resulting in an echo at twice the depth. Or even a third
echo at three times the depth. The initial echo indicates the proper depth. The second and third
echoes are easily discernible as they become weaker. Similar to the many echoes in Radar.
Remedy Choose a scale that is near to the prevalent depth.

 FALSE BOTTOM ECHOES

This error happens when the range setting is lesser than the prevalent depth. The echo arrives
at the E/S after the stylus has completed its one trace run and has begun the next trace. This
will result in considerable underreading.

 PYTHAGORAS ERROR
This happens when a ship employs different transmitters for transmitting the sound pulse and
receiving the echo. The transmitters are physically separated on either side of the keel or along
the length of the keel. The depth measured at the E/S will be the slanted depth, not the direct
depth below the keel. This inaccuracy will not be noticeable in deep seas, but in shallow waters,
there will be significant overreading, which is harmful.
6) AUTOMATIC IDENTIFICATION SYSTEM
An autonomous tracking system called AIS (Automatic Identification System) uses VHF radio
waves to recognize ships and provide information about their size, course, speed, and position
(frequencies 161.975 MHz and 162.025 MHz). Reducing the likelihood of ship crashes is its
primary objective. In contrast to radars, which may spot the presence of sizable floating objects
close to the ship and roughly estimate their current direction and speed, AIS offers far more
exact and thorough information about the navigation situation. On the AIS station's or ECDIS's
screen, it is visible. Ships having AIS are required to always keep it operational. There is an
exemption granted where the protection of navigational information is guaranteed by
international treaties.
PRINCIPLES
This refers to the real-time control of a ship's dynamic data via the signal provided by the
automatic identification system (AIS) system. The AIS signal can only go around 20 nm. As a
result, the AIS system can only provide dynamic surveillance of ships in the harbor area.
Moreover, the AIS system is only useful for ships that have the system installed, and these ships
must keep the AIS system open 24 hours a day.
LIMITATIONS.
The system coverage range is comparable to that of other VHF digital applications and is
determined by the antenna's height. The normal range is 20 nautical miles. The range can be
extended with the aid of repeater stations. Certain vessels, such as fishing boats, recreational
craft, and vessels under 500 GRT may not be equipped with AIS. The accuracy of the
information received is only as good as what is entered in the static/voyage or safety messages
data. The OOW should be informed that, in certain situations, AIS installed on other ships can
be turned off at the master's discretion.
ERRORS
The need of the OOW to always abide by Rule 7 of the Collision Rules when deciding whether a
danger of collisions exists is not waived using AIS. AIS target data will only be based on the
target vessels' course and speed over ground, while for compliance with the COLREG such data
must be based on the target vessels' course and speed through the water, so the availability
and display of AIS data should not be prioritized over the data produced by systematic radar
target-tracking (e.g., ARPA). Depending on the precision of the transmitting vessel's GNSS
equipment, the quality and dependability of the position data gleaned from targets will change.
AIS locations are acquired from the target's GNSS receiver, often GPS, and are not meant to
have any special influence on the composition of the navigational watch, which should be
decided in line with the STCW Convention and COLREGS. This may not precisely match the
target that the radar picked up. Received AIS data is whatever another vessel broadcasts and is
perhaps inaccurate. A recent advancement in AIS allows coastal authorities to display an AIS
sign in any location on the display by offering synthetic AIS targets and virtual navigation
markings. It should be noted by mariners that this capability could result in the appearance of
"virtual" AIS targets.
7)GPS RECEIVER
This kind of navigational aid utilizes satellite-based GPS (Global Positioning System) technology.
It accurately calculates the coordinates of the vessel, its speed, course, and the amount of time
needed to travel a particular distance between two places. In the case of an accident, GPS
technology can notify emergency personnel and assist in preventing ship accidents.
PRINCIPLES
The GPS receiver compares the time a signal was delivered by a satellite to the time it was
received. The timing difference tells the GPS receiver how far away the satellite is
LIMITATIONS
While a GPS receiver is excellent for obtaining location and velocity readings, it is ineffective for
capturing roll, pitch, and yaw.
ERRORS
There are several causes of inaccuracy that influence GPS receivers. Local oscillators, antennas,
and microprocessors are examples of internal error sources, whereas external delaying causes
like the atmospheric effect are examples of external error sources. Interference is a substantial
source of mistakes in addition to those other factors. The interference might be deliberate, in
which case it is referred to as jamming or spoofing, or accidental, in which case it is referred to
as simple intervention.
8)VOYAGE DATA RECORDER
Similar to a black box, the VDR (Voyage Data Recorder) is a gadget used aboard airplanes. very
crucial navigational equipment that continually collects all the data required for additional
inquiry in the event of a mishap at sea. Although there are several types of data recorders, they
all offer information for the 12–24 hours prior to an emergency.
PRINCIPLE
The VDR records and stores crucial ship parameters to aid in the reconstruction of the incident
for analysis. Also, the navigator can utilize this for self-analysis, as a lessons-learning tool, and
therefore future process improvement. VDR may be utilized to determine the cause of an
accident and thereby make a significant contribution to marine safety. The advantages includes,
Promotion of safe practices, Accident investigation and inquiry, Analysis and evaluation of
responses, Training assistance and assistance, Insurance cost savings, Creating statistics
ERRORS
As far as is practicable, the VDR equipment must be built so that it is impossible to tamper with
the data being input, the data itself, or the data that has already been recorded. Any effort to
interfere with the recording's or the data's integrity should be documented. Every piece of
recorded data should be examined for integrity as part of the recording process, and if a
mistake that cannot be corrected is found, an alarm should be raised. The VDR should be able
to run on the ship's emergency power supply so that it can continue recording events during an
incident. The VDR shall keep recording bridge audio from a dedicated backup source of power
for at least two hours if the ship's emergency power fails. Continuous recording is
recommended. The minimum retention period for all saved data items should be 12 hours.
Following that, fresh data may replace previous data pieces.
9)LRIT SYSTEM
The IMO created the LRIT (Long Range Identification and Tracking) worldwide vessel tracking
and identifying system. Its objectives are to increase maritime security and guarantee the
conservation of the marine environment. The following vessels must transmit data to the LRIT
system while traveling internationally, in accordance with SOLAS Chapter V, Regulation 19.1:
passenger ships, including high-speed passenger craft; cargo ships, including high-speed craft,
of 300 gross tons and above; and mobile offshore drilling units.
PRINCIPLES
The LRIT system comprises of shipborne LRIT information transmission equipment, a
Communication Service Provider, an Application Service Provider, an LRIT Data Centre, the LRIT
Data Distribution Plan, and the International LRIT Data Exchange. Some parts of the LRIT
system's performance are assessed or audited by the LRIT Coordinator on behalf of all
Contracting States to the International Convention for the Safety of Life at Sea (SOLAS). The
LRIT Coordinator has been assigned to IMSO. The LRIT Information necessary to be broadcast
by the ship is stated in new SOLAS Regulation V/19-1.5 and is restricted to the ships identity; its
position (latitude and longitude); and the date and time of the position given.
10) NAVIGATION LIGHTS
Both small and big vessels must have identifying lights that provide details about their kind,
size, and direction of travel. Nav lights are used at night or in low visibility to avoid accidents
with other vessels.
PRINCIPLES
One of the most important elements of nautical studies is marine navigation lights. All boats,
regardless of size, must have a navigation system. In order to reduce the likelihood of any major
accidents, this is being done. The method was first used in the United States in 1838, and
afterwards in the United Kingdom. The International Maritime Conference, founded in 1889,
set appropriate criteria before they were universally approved in 1897. The light colors, which
were to be three different hues, were picked. They were white, green, and red. This was based
on a set of guidelines established by the US, which are still in use today.
LIMITATION
Vessels may additionally show one or more steaming lights in addition to their primary
navigational lights. These lights are highly helpful because they provide information about the
many characteristics of the ship, such as whether it is sailing or using power, the direction it is
traveling in, and in some circumstances, even the size of the vessel. Additional boat lights can
also be used to show that a ship is engaged in a certain operation that can come with some
constraints. Always keep your lighting system in good working order and show the proper
navigation light combination to let other boats in the area know where you are going and
whether or not you have power. Following this significantly reduces the likelihood of a collision.
ERRORS
It could turn off anytime maybe by rough storms or waves that can cause damage to the lights
and there will be collisions if arriving at the shores during night time.
11)SOUND RECEPTION SYSTEM
In ships with a completely enclosed bridge, this acoustic system is essential. It enables the
navigating officer to hear signals from other ships, coastal stations, and other things from
within the cabin. The tool, which is integrated into the navigation console, assists the officer in
maintaining surveillance in accordance with COLREGs.
PRINCIPLES
One speaker and four lights make up the SRS. The gadget is connected to four waterproof
microphones that are installed on the ship's front, back, and sides. The quadrant region of the
two lamps is where the sound is directed if two lamps are illuminated with speaker beeps. It
offers the navigator one of four options for where the auditory source could be.
ERRORS
The sound reception system is one of the important components of a ship as it is the only way
for navigating officers to hear signals from other ships, coastal stations, and other things from
within the cabin. Without this particular equipment the Navigating officer won't be able to hear
signals as such and the ship won't be able to go to ports because the officers don’t know where
to head to.
12)ELECTRONIC CHART DISPLAY INFORMATION SYSTEM
The apex of contemporary navigation computer technology is the ECDIS (Electronic Chart
Display and Information System), a digital replacement for paper nautical charts. Several
navigational tools on board the ship, including the GNSS (GPS), AIS, gyro compass, autopilot,
speed log, radar/ARPA, NAVTEX, echo sounder, and others, are connected to the system. Using
the data that has been processed, ECDIS shows maps and the location of the ship, plots the
course and tracks detours from the intended course, determines safe courses, alerts the
navigation officer to danger, maintains a ship's log, and performs a variety of other complex
navigational and safety tasks. As a result, the navigator's workload is greatly reduced with
ECDIS, freeing up more time for superior situational awareness and strategic ship management
choices.
PRINCIPLES
In order to correctly identify the navigational locations, the Electronic Chart Display Information
System makes use of a GPS capability. The ECDIS follows the rules established by the
International Maritime Organization, which further enhances the credibility of the electronic
chart system, it must be mentioned. The ECDIS is essentially a navigational information system
that interfaces with various navigational tools like GPS, Gyro, Radar, ARPA, Echo Sounder, etc.
Moreover, Electronic Chart Display Information System combines other maritime data including
radar information, weather, ice conditions, and automated vessel identification, as well as
information from other nautical publications like Tide Tables and Sailing Directions.
LIMITATIONS
Just the correctness of the AIS information broadcast can determine how accurate the
information is when it is received. The same is true for all other devices that are interfaced with
the ECDIS. The position of ships as seen on the ECDIS display may not be based on WGS 84
datum. Users must be aware that any inaccurate information is detrimental to the safety of
their own as well as other vessels, and that it is best to avoid placing an excessive reliance on
ECDIS for navigational safety until it is confirmed that all the data transmitted, received, and
displayed are accurate. As they haven't been tested, certain sensors could not be accurate and
lack integrity. One cannot be certain of a ship's technical competence because not all ships are
equipped with ECDIS.
ERRORS

 OVER RELIANCE
There is a propensity for navigators to over rely on technology that appears to be fault-proof.
The results might be severe. On the ECDIS, you occasionally notice a Third Mate making
mistakes because of tunnel vision. It is important to note here that maintaining sufficient visual
alertness is both possible and necessary. No matter how effective the ECDIS is, the inputs still
have a significant impact on how well it performs. A ship's AIS might have been turned off,
which would explain why it wouldn't appear on the ECDIS. The vessel won't actually be invisible
on the ECDIS display if the Radar Overlay isn't on. Thus, it is imperative that navigators continue
to keep a sharp lookout and a vigilant radar watch.

 WRONG SETTINGS
Incorrectly establishing safety-critical settings, such as the safety depths and contours, might
provide a false sense of security. It is crucial that the Master personally double-checks these
settings whenever they are altered. Every Navigator should regularly check these settings
before taking over the watch, and they should be password-protected. Alarms shouldn't be
turned off without a good cause, and they should never be turned off only to stop getting
frequent alarms. A specified method should be used to regulate the turning on and off all the
alarms that are currently in use.

 ALARM DEAFNESS
Alarm Deafness is a perilous condition that the navigator may find themselves in if alerts start
sounding too frequently. As a result, the watchkeeper acknowledges the alarm without first
determining what it was. He'll ultimately run out of luck, and in rare occasions, he could fail to
notice a crucial warning, like an impending shallow contour. As a result, it is important to
choose alerts that are suitable for the current situation. Before acknowledging a warning, it is
important to examine and analyze it.

 SYSTEM LAG
There might be a lot of data to display with modern ECDIS software. Moreover, the system can
very quickly slow down and have system latency when many pieces of equipment are
interfaced with the ECDIS. Frequent upgrades are required in order for the hardware to stay up
with the software. It is essential to have a better graphics card and Memory.

 ANOMALIES
Each and every navigator must be aware of the irregularities in that specific equipment. It may
just be a straightforward use of the SCAMIN (Scale Minimum) function, or it might be a
significant situation where some depths or symbols might not be discernible at a specific scale
or might seem differently. A thorough understanding of the ECDIS system is required.

 INFORMATION OVERLOAD
On the ECDIS, it is quite simple to overfeed information. A lot of information that was
previously recorded on charts, such as the position for summoning the master, messages to the
engine room, the locations of the echo sounder switch on points, the VHF channels for port
control, etc., now has to be entered into the ECDIS. The user must be aware that some of this
information may be lost in the ECDIS's already dense display of data. Workarounds include
utilizing larger ECDIS displays and the Passage Plan Hard Copy more effectively.
13)ARPA
A computer system called ARPA (Automatic Radar Plotting Assist) analyzes radar data and
generates tracks for ships that are inside the ship's radar range. With the use of cutting-edge
technologies, ARPA not only depicts the present but also anticipates the future. The system
determines the monitored items' path, speed, and required time and distance for safe transit
alongside other boats. The user can obtain more specific information about chosen targets if
necessary.
PRINCIPLES
It raises the bar for maritime collision avoidance. reduces the effort of observers by allowing
them to automatically gather information, allowing them to manually plot a single target as
well with numerous targets. Radar display of true or relative motion, targets are acquired both
automatically and manually, targets captured are read out digitally and their course, speed,
range, heading, and closest point of approach are shown. Using vectors or a graphical Expected
Area of Dange display, it is possible to immediately show collision assessment information on
the Plan Position Indicator. being able to execute trial maneuvers, including course and speed
changes and combination course and speed changes, Ground stabilization that is automatic for
navigational reasons.
LIMITATIONS
Although ARPA analyses radar data far more quickly than traditional radar, it is still constrained.
Data from inputs like the gyro and speed log affect how accurate ARPA data is.
ERRORS
random track omissions. They are brought on by input inaccuracies from the radar, which result
in unpredictable target behavior and unstable calculations. Target exchange. When two targets
are very near to one another, the ARPA computer may become confused and switch the data
computed from one vessel to the other. Loss intended. The target information could be sent to
a temporary echo (sea clutter) before it vanishes. Missed goals. Strong echoes could escape the
automated acquisition facility's notice. Grounding issues with referencing. The track
corresponds to the movement of the ship and the target over the ground when a vector is
generated using ground referenced data. Hence, there is no way to determine how the current
will affect the vectors and the aspect of the target could be affected.
14)RUDDER ANGLE INDICATOR
This instrument displays the rudder blade's current position. It is often located in the engine
room, on the bridge wings, and close to the steering wheel.
PRINCIPLES
Apart from the steering system, the rudder angle indication system serves simply as an
indicator. The IMO stipulates that this system must be installed separately from the steering
control system. Rudder angle indicator is necessary at the emergency steering position in the
steering gear room as well as at each steering position. The standards for the Rudder Angle
Indicators vary amongst the various regulatory authorities (RAI). DNV mandates the installation
of a second, separate rudder angle indicator system on the bridge. Large instruments that are
visible to pulling train operators are required by Panama Canal regulations, and the IMO/MED
mandates that the system's accuracy be more than 1 degree.
LIMITATIONS
As your vessel is in motion, Rudder Angle Indicators will provide you with a real-time visual
representation of the location of your rudder. This tri-colored, two-inch diameter display
indication will show an exact reading of your rudder position whether you are steering
manually, or your autopilot is controlling your craft. For quick and simple identification when
steering, the device displays the PORT direction of travel in Red and the STBD direction of travel
in Green. The technology allows for a single Master Indicator and up to five Slave Indicators to
be controlled by a single input signal.
CONCLUSION.
While employing virtual aids to navigation has numerous advantages and plays a significant part
in improving navigational safety, we must exercise caution and be aware of their limitations.
Maritime authorities have used buoys and beacons to denote safe water for hundreds of years.
These buoys and beacons assist in enhancing maritime safety in addition to promoting business.
Ship navigating officers can locate and safely navigate a tiny passage in a large body of water
with the use of aids to navigation. Safety at sea has always been the major priority. Yet, they
meet the requirement to make maritime dangers obvious when expensive physical construction
is not appropriate or is challenging to build. Virtual aids to navigation are not intended to
replace physical aids to navigation. They are important for showing crucial data using radar or
ECDIS. In order for sailors and necessary shore-based staff to effectively utilize this instrument
and stay up with future improvements, it is also crucial that they be introduced to, taught in,
and led in the use of virtual aids to navigation. Real-time visibility may be offered through
virtual aids to navigation. The capability of navigation equipment typically exceeds that of
embedded devices that sense the condition of the vehicle. These gadgets must be able to
communicate with users and occasionally provide an interface similar to that of a PC. They have
a decent quantity of storage space and relatively quick CPUs built into them. Communication
may be intensive in applications where vessel to vessel communication is necessary.
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