Sonardyne has announced the first sale of its new SPRINT-Nav Mini navigator.

Subsea technology specialist Seatronics has purchased the world’s smallest hybrid acoustic-inertial navigation instrument for its VALOR remotely operated vehicle (ROV), itself designed to be the smallest, most powerful and capable inspection class ROV in its category.

Derek Donaldson, Seatronics’ Group managing director, said: “Specifying payload sensors for a vehicle like VALOR often requires a trade-off between accuracy, performance, price and ownership. SPRINT-Nav Mini offers both the survey positional accuracy our clients are looking for, and a small form factor that we can fit and put straight to work.

“Another key reason for investing in SPRINT-Nav Mini is our ongoing relationship with Sonardyne. We knew that we would be fully supported in our concept to push the boundaries of remote operations from a small ROV solution by the Sonardyne team. This is critical when adopting new technology for a new platform.”

Precise navigation

Launched this month, the SPRINT-Nav Mini navigator will provide VALOR with accurate, precise and robust navigation and control.

SPRINT-Nav Mini combines an INS, AHRS, pressure sensor and DVL in a single subsea housing depth rated to 300m or 4,000m and weighs as little as 3.6kg in air. The new Navigator variant extends the capability of the Guidance model, introduced in 2020, by calculating and providing the position of a remote, autonomous or piloted underwater vehicle, or uncrewed surface vehicle, in addition to its velocity, depth and attitude.

VALOR already offers an advanced capability for its size, with a 40Gbp MUX capacity allowing it to accommodate the most modern, high bandwidth survey sensors. Equipping it with the SPRINT-Nav Mini navigator further differentiates it from similar-sized platforms, providing a significantly more flexible, configurable inspection platform that can undertake a variety of tasks that would typically be associated with much larger ROV systems.

Source: www.maritimejournal.com

Image: www.pexels.com

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An investigation of recent vessel groundings has led Danish and UK authorities to ask searching questions about current ECDIS training and system design.

In investigations of groundings since 2008 in which Electronic Chart Display and Information Systems (ECDIS) were the primary means of navigation, the Marine Accident Investigation Branch (MAIB) and Danish Maritime Accident Investigation Board (DMAIB) identified a mismatch between the way ECDIS was used and the intention of performance standards and system design. This prompted the MAIB and the DMAIB to study ECDIS use from the perspective of practitioners.

The aim of the study was to generate an understanding of the practical application and usability of ECDIS and support future ECDIS design, training strategies and the development of best practices. The study followed a qualitative methodology, primarily based on semi-structured interviews with 155 ECDIS users and observation data gathered between February and July 2018 during sea voyages in European waters on 31 ships of various types.

In a joint statement, Oessur Hilduberg, Head of the DMAIB and Andrew Moll, Chief Inspector of Marine Accidents, MAIB said:

“Investigation of groundings since 2008 have repeatedly shown that where ECDIS was the primary means of navigation it was not being used to its full potential.  There was a significant mismatch between the intention of the performance standards and system designers, and the way the watchkeepers were using the system. This study set out to understand whether the findings of accident investigations could be extrapolated as representing the wider marine industry and, if so, why.

“Unsurprisingly, the study found a wide spectrum of ECDIS integration and usage, and users were unanimous that the real-time positioning provided by ECDIS was a major contributor to safe navigation.  However, thereafter the picture was bleak. Despite being in service for nearly two decades ECDIS could, at best, be described as being in its implementation phase. Specifically, most of the automated functions designed to alert the watchkeeper to impending dangers were not easy to use and lacked the granularity for navigation in pilotage waters. The consequent high false alarm rate eroded confidence in the automated warning, and most operators disabled the alarms or ignored alerts.

“To be an effective tool for safe navigation, ECDIS needs a high degree of operator input but many watchkeepers appeared to have limited understanding of the systems they were using, and in the main only used them to the extent they felt necessary. Current system shortcomings, compounded by limited bathymetry data, make safe navigation challenging and do not augur well for future automation of the navigation function.

“The study does not make specific recommendations but is intended to act as a catalyst for change. Improvements can be made at every level, from the agile setting of performance standards, through human-centred design to ensure users interface effectively with complex technological systems, down to operator training and the setting of procedures and best practice. Most importantly, if improvements are to be made, digital navigation needs to become the primary means of navigation across the industry.”

Source: www.maritimejournal.com

Image: www.pexels.com

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Logistics in marine works are frequently more expensive than the equipment installed. This is certainly true with marine aids to navigation (AtoN) equipment in locations with difficult access.

In some cases, the financially unpalatable proposition of placing equipment with helicopters is the most cost-effective solution.

At a much smaller scale installing beacons at the end of inaccessible moles or piers poses the same challenge. The equipment may cost a few thousand euros and the logistics tens of thousands per hour.

To address this issue, Spanish navaids specialist company Almarin has developed modular steel towers. Each component is light enough to be transported and assembled by two people however is strong enough to resist the harsh marine environment.

The assembly team can safely carry the different modules over breakwaters without requiring the use of a crane or other means. Besides facilitating transport and installation, this type of marine aids to navigation can be customised to fit the different requirements of the customer.

Almarin has extensive experience in the manufacture of towers and beacons for port and coastal marking. Almarin engineers develop the most suitable solution: from 40-meter towers with sector lights to 3-meter beacons marking the entrance of a small harbour.

The company provides marine aids to navigation made of stainless or galvanized steel, fiberglass (GRP) or rotomolded materials. These beacons can be equipped with standalone energy systems to cope with most AtoN energy requirements. The solutions provided by Almarin are designed and painted in accordance with IALA recommendations.

Source: www.maritimejournal.com

Image: www.pexels.com

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