COMPASSNET HEADING MANAGEMENT SYSTEM · Following on, we will introduce the gyro sensors used in...

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Northrop Grumman Sperry Marine

White Papers Collection August 2016

COMPASSNET HEADING MANAGEMENT SYSTEM

The use of new technology is very important to satisfy customer needs,

regulatory requirements and technology innovation. By adopting “Heading

Over Ethernet” protocol reduces cabling installation costs fostering benefits

that conventional heading management systems cannot provide.

Author: Thomas Blome, Product Line Manager

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Contents 1 Executive Summary ............................................................................................................................................... 3

2 Introduction .............................................................................................................................................................. 4

2.1 Scope of the White Paper............................................................................................................................ 4

2.2 Networks on the ship ................................................................................................................................... 4

2.3 CompassNet - the Revolutionary Heading Management System ............................................... 5

2.3.1 NAVIGAT 100 and 200 Gyroscopes .............................................................................................. 6

2.3.2 NAVIGAT 2200 and 3000 Fibre-Optic Gyroscopes (FOG) ................................................... 7

2.3.3 Type of Configurations....................................................................................................................... 8

2.3.4 Type of Applications ........................................................................................................................... 8

3 Installation and Commissioning Analysis .................................................................................................. 11

3.1 SHIP 1 ............................................................................................................................................................... 12

3.1.1 About the Ship 1 ................................................................................................................................. 12

3.1.2 Analysis .................................................................................................................................................. 12

3.2 Ship 2 ................................................................................................................................................................ 13

3.2.1 About Ship 2 ......................................................................................................................................... 13

3.2.2 Analysis .................................................................................................................................................. 14

4 References ............................................................................................................................................................... 15

5 Annex A ..................................................................................................................................................................... 16

5.1 Schematic Drawings ................................................................................................................................... 16

5.1.1 NAVIGAT X MK1 Dual Installation .............................................................................................. 17

5.1.2 CompassNet NAVIGAT 200 Dual Installation ......................................................................... 18

6 Disclaimer ................................................................................................................................................................ 19

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1 Executive Summary

The new CompassNet Heading Management System (HMS), just launched by Northrop

Grumman Sperry Marine (NGSM), adopts a new innovative technology that is in line with today’s

customer needs, regulatory requirements and technology innovation.

The purpose of this investigation is to highlight hidden benefits that sometimes might be

underestimated by customers such as ship owners, or ship yards. While designing this new

product we investigated how this new technology has provided us with higher accuracy

reliability and in this white paper we will address both the cabling installation and

commissioning costs.

By adopting a “Heading Over Ethernet” protocol we have been able to reduce the number of

cables required in the HMS thereby introducing savings based on reductions in both the number

of connections and cables required.

In addition, in order to be consistent with the investigation methodology, we have repeated the

analysis over two ships, different in both size and use, that both currently have a dual NAVIGAT

X MK1 HMS installed.

The outcome has been quite remarkable showing that a substantial ~450m of cable can be saved

and the connections required per cable reduced by at least 50%.

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2 Introduction

2.1 Scope of the White Paper

The scope of this paper is to address the analysis carried out by Northrop Grumman Sperry

Marine Service, Applications and Product Line Management teams to highlight the benefits of

the newly released product line, CompassNet.

In particular, this paper aims to demonstrate non-product price benefits such as installation and

commissioning. This objective was achieved by undertaking a technical and financial

comparison by simulating the installation of CompassNet in a ship using the NAVIGAT X Heading

Management System (HMS).

In future our Applications, Product Line Management and Engineering teams will investigate

further CompassNet benefits and in particular those relating to performance, redundancy and

serviceability.

2.2 Networks on the ship

Since the first publication of the standard National Marine Electronics Association (NMEA) 0183

version 1.5 [1], the use of networks as a means of communication within the ship is constantly

on the increase. Initially used for connecting instruments and sensors in order to exchange real-

time navigation data, networks have evolved over the years by adopting other technologies. The

adoption of fibre optics on the ship has introduced standards such as SAFENET (Survivable

Adaptable Fibre Optic Embedded Network) [2] and MiTS (Maritime Information Technology

Standard) [3].

With the millennium, ship communications began to evolve rapidly. In 2002, the adoption of the

Voyage Data Recorder (VDR) [4] becomes mandatory followed by the Automatic Identification

System (AIS) in 2003 [5].

The release of new standards:

International Electrotechnical Commission (IEC) 61162-450, (2011) to regulate the

Ethernet interconnection for radio communication equipment and systems [6]

MSC252(83)/IEC61924-2, (2012) the International Maritime Organisation's

Performance and Test Standards for Integrated Navigation Systems (INS) [7]

e-navigation Strategy Implementation Plan (SIP) approved during the Marine Safety

Committee 94 in 2014 [8]

is driving the equipment manufacturer to release new, more advanced products and systems

capable of fulfilling ship and ship owners’ requirements for the next 20 to 30 years.

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In his article Rodseth, et al, [9] defines a schematic of today’s ships’ networks. The extension of

such networks has sensibly expanded to now include all activities and functions conducted on a

ship.

Figure 1 Schematic Ship Network Architecture

In reference to the previous figure this article focusses on the Instrument Layer and in particular

the section dedicated to gyrocompasses.

2.3 CompassNet - the Revolutionary Heading Management System

Conventional heading management systems are cable

intense as each sensor is required to exchange information

throughout the system.

CompassNet is the new HMS developed by Northrop

Grumman Sperry Marine to bring this technology in line

with latest standards and ship requirements. By adopting

Ethernet technology, a new approach to the management

and distribution of the heading information is provided. The

network topology of

CompassNet is a ring bus network, providing redundancy to

the network communications. The loss of a ring bus unit

(heading sensor, DDU, CDU) or a cable cut at a point in the ring

bus does not affect the network communication. Ring bus

topology also provides the capability for “hot plugging” of bus

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units, meaning that the exchange of a unit does not require the system to power down.

Since the complete communication of sensor data is taking place on the network, the number of

interconnections between all HMS components is dramatically reduced.

The CompassNet HMS has a new set of heading sensors and a new data distribution unit

enhanced by a more human-friendly software interface. It also waives the requirement for

multiple control and display units (CDU) in a system: all sensors can be accessed through one

single CDU.

The system has been conceived, designed and built with valuable contributions from our key

customers, in particular ship owners, ship managers and shipyards.

By embracing new technologies such as

• Ethernet Ring bus Network Architecture

• Modular design for hardware and software

• Multi-access to all components

our engineers have been able to provide a new, innovative and flexible HMS installed and

commissioned at a fraction of the cost of current products available in the market.

Following on, we will introduce the gyro sensors used in the CompassNet HMS, together with

various configurations and the type of Class achievable.

2.3.1 NAVIGAT 100 and 200 Gyroscopes

With over 100 years of experience in the maritime gyro compass industry, NGSM delivers an

advanced low weight maritime gyrocompass. The unique method of supporting the system by

means of fluid buoyancy ensures north stabilization even during short power failures.

The gyrocompass ensures great accuracy and maximum reliability under all environmental

conditions. The gyrocompass is a long-term secure

investment, with relatively low operating costs.

Key benefits of the NAVIGAT 100 and 200 gyrocompasses are:

Ethernet-based communication protocol for easy installation

High speed follow up system 100°/sec 180°heading offset function (NAVIGAT 200 only) Type-approved rate-of-turn output North stabilized during brief power interruptions

with manual or automatic north speed error correction

Low maintenance requirements

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The key NAVIGAT 100 and 200 performances are listed below:

Linear mean settle point error (RMS): ≤0.1° secant latitude Static error (RMS): ≤0.1° secant latitude Dynamic error (RMS): ≤0.4° secant latitude Heading Resolution: 0.1° Rate of Turn Resolution: ≤0.5 ±5% °/min Freedom of Roll & Pitch: ±40° Settling Time: 2 - 3h Follow-Up rate: 100°/sec North stabilization at power interruption: ~3min

2.3.2 NAVIGAT 2200 and 3000 Fibre-Optic Gyroscopes (FOG)

The NAVIGAT FOG family of sensors are solid-state, fully electronic maritime gyrocompass

systems designed for integrated bridges and advanced high-speed vessels. They provide very

great accuracy, fast heading alignment at sea and compactness making them one of the most

cost-effective solutions for commercial maritime and Oil & Gas (O&G) applications.

With settling time of 10-20 minutes the FOGs are also adopted in fast response boats such as

Search and Rescue (SAR) Vessels and Off-shore Patrol Vessels (OPVs).

When the provision of roll and pitch data x/y/z rate and heave (heave only with NAVIGAT

3000), provided by three different sensors, is coupled with the NAVITWIN HMS, a very powerful

and cost effective Dynamic Positioning (DP) application is achieved. This solution is adopted by

many vessels employed in the offshore O&G industry.

The FOG sensor does not require periodic maintenance or calibration thus making it the perfect

solution for ships targeting zero maintenance costs or for ships in difficult locations.

Other key features include the very compact size and low weight (volume 3,6l and weight < 3, 5

kg for the NAVIGAT 3000) and enable reduced time for on board installation, making it ideal for

both new build and retrofit programs.

In CompassNet configuration, the key specifications are listed below:

NAVIGAT 3000:

Heading ≤ 0.4° secant latitude RMS

Roll/Pitch angle ≤ 0.1° for angles ≤ 45° RMS

Rate of Turn ≤ 0.018° / minute

x/y rate ≤ 0.4° / minute

Heave 0,1m

The Navigat 3000 Sensor is export controlled according to EU Regulation 425/2009 (Dual Use)

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NAVIGAT 2200:

Heading ≤ 0.75° secant latitude RMS

Roll/Pitch angle, max ± 60°

Rate of Turn ≤1000 ppm (0.1%) RMS

Not listed on the EU Dual Use export control list

2.3.3 Type of Configurations

CompassNet allows great flexibility and scalability while consolidating all communications

through a single Ethernet cat5 cable in a redundant ring bus.

The system is highly scalable from a single gyro to up to four gyrocompasses plus connection of

a fluxgate. All heading sources are managed through the NAVITWIN V, the heading management

interface.

Below we represent typical systems used in commercial ships. They show that once set, adding

additional gyros to the single system only requires the Ethernet connection.

Figure 2 - Various CompassNet configurations

Thanks to the large variety of heading sensors available, CompassNet can also be set with any

combination of NAVIGAT 200, 2200 or 3000 to satisfy any typology of ship requirement. In all

the various configurations, the only requirement is the CompassNet Ethernet cable.

2.3.4 Type of Applications

The large variety of heading sensors, together with the scalability of the system provided by

CompassNet, allow the system to be used for almost any heading management application, ship

or class requirement.

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CompassNet complies with the latest DNV GL NAUT Class Requirements and relative qualifiers

as stated in the following table extracted from DNV GL Rules for Classification [10]

The following figure shows an example of a dual system providing heading source control

interface and heading data from the sensor in compliance with DNV GL Class notification NAUT

including the various qualifiers.

The Navigat 3000 Sensor is export controlled according to EU Regulation 425/2009 (Dual Use)

Such classifications are applicable to vessels operating in ocean, coastal and open waters, where the following are required:

an enhanced bridge design a particular workstation arrangement installation of navigational equipment

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In the particular case of NAUT (NAV, ICS) the system requires a second gyro for ships above

10,000GT.

For ships employed by the offshore O&G industry, or oceanographic research vessels, cruise

ships and lately mega-yachts, requiring DP, CompassNet satisfies DNVGL DSP and its class

notations [11].

DP is a computer-controlled system to automatically maintain a vessel's position and heading by

using its own propellers and thrusters [12]. Depending on the required accuracy, heading

reference sensors can be spinning mass gyros or more accurate FOGs. When combined with

other sensors such as wind, motion and position, the computer compensates magnitude and

direction of environmental forces to retain position.

In this case we show an example of CompassNet in compliance with DNVGL DPS 2 and DPS 3.

Note the simplicity and linearity of connecting a multi-gyro system while providing all the

required information for DP control.

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3 Installation and Commissioning Analysis

This section of the paper addresses the investigation carried out by the NGSM inter-

departmental team to evaluate the non-price related benefits that shipyards, installers and ship

owners should take into account when purchasing a high-tech HMS.

Firstly, the base line of the project was set by adopting two past projects - ship installations -

where NGSM has installed a HMS based on the NAVIGAT X product line.

The team implemented a model to calculate the installation costs for the number of:

cables required

connections required per cable

The team then repeated the exercise for the same ships simulating a CompassNet HMS

installation. The differences between the two exercises provide the outcome of the analysis. The

result of the comparison shows reductions in cable length, number of individual connections and

installation time.

This project has been developed in close collaboration with two key NGSM key customers; one

ship owner and one shipyard. Due to data protection we cannot disclose customer details nor

can we divulge the names of the ships. We will therefore refer to the two exercises as SHIP 1 and

SHIP 2

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3.1 SHIP 1

3.1.1 About the Ship 1

The first project bases the study on a passenger ship with characteristics stated below:

Ship Type Passenger Ship IMO Number - Built 2015 Size 325 x 47 m Dead Weight 11700 t Gross Tonnage 165157 t

3.1.2 Analysis

The ship has a dual NAVIGAT X gyrocompass system installed and interfacing to a satellite

Transmitting Heading Device (THD).

The outcome of the analysis has shown that:

Cabling and connections for current configuration

Total Cables

Average length

(m)

Total Length

(m) Connections

NAVIGAT X HMS 53 22 1182 670

Others 47 62 2920 516

Total 100 41 4100 1186

When a CompassNet configuration is applied to the same ship, factors change substantially. The

schematics in Annex A show the number of cables to be mainly driven by the number of the

repeaters rather than CompassNet cables.

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Cabling and connection with CompassNet configuration only

Total Cables

Average length

(m)

Total Length

(m) Connections

CompassNet 36 25 910 294

Others 44 65 2840 494

Total 80 47 3750 788

In terms of absolute and relative numbers the table below summarise the outcome:

Change %

Cables - 20 - 25%

Length (m) - 350 - 10%

Connections - 398 - 50%

The advantages of the system are immediately obvious as the number of cables to be cut to

measure is reduced by a healthy 25%, the length of the cabling required is now 10% less than

standard systems and the connections required are halved.

For our analysis we provide no specific financial information as there are a number of variable

factors such as region of the world in which the work is undertaken and the experience of the

installation engineer.

3.2 Ship 2

3.2.1 About Ship 2

The second project bases the study on a containership with characteristics stated below:

Ship Type Cargo IMO Number - Built 2005 Size 351 x 43 m Dead Weight 115700 t Gross Tonnage 98648 t

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3.2.2 Analysis

The ship has a dual NAVIGAT X MK1 gyrocompass system installed as shown in Annex A.

Cabling and connections for current configuration

Total Cables Average length

(m)

Total Length

(m) Connections

NAVIGAT X HMS 35 20 678 446

Others 44 22 967 324

Total 79 21 1645 770

When a CompassNet configuration is applied to the same ship, again factors change

considerably. The schematic in Annex A shows the number of cables is mainly driven by the

number of the repeaters rather than CompassNet cables.

Cabling and connections with CompassNet configuration

Total Cables Average length

(m)

Total Length

(m) Connections

CompassNet 20 12 236 176

Others 42 23 950 312

Total 62 20 1186 488

In terms of absolute numbers the below table summarise the outcome:

Change Change %

Cables - 17 - 27%

Length (m) - 460 - 39%

Connections -282 - 58%

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4 References

[1] N. M. E. Association, “NMEA,” 1987. [Online]. Available:

http://www.nmea.org/content/nmea_standards/nmea_0183_v_410.asp.

[2] M. Cohn and P. R. C. U. Northrop Corp., “A lightweight transfer protocol for the US Navy

SAFENET local area network standard,” Local Computer Networks, 1988., Proceedings of the

13th Conference on, 1988.

[3] E. Haaland and O. J. Rodseth, “MiTS (Maritime Information Technology Standard),” 1993.

[4] IMO, “Voyage Data Recorders,” in Safety of Navigation of the International Convention for the

Safety of Life at Sea (SOLAS), 2002, p. Chapter V.

[5] IMO, “AIS Transponders,” in Safety of Navigation of the International Convention for the

Safety of Life at Sea (SOLAS), 2003, p. Chapter V.

[6] IEC, “61162-450,” in Maritime navigation and radiocommunication equipment and systems -

Digital interfaces - Part 450: Multiple talkers and multiple listeners - Ethernet

interconnection, 2011.

[7] IEC, IEC 61924-2 Maritime navigation and radiocommunication equipment and systems -

Integrated navigation systems - Part 2: Modular structure for INS - Operational and

performance requirements, methods of testing and required test results, 2012.

[8] IMO - Maritime Safety Committee (MSC), e-navigation Strategy Implementation Plan (SIP),

94th session, 17-21 November 2014.

[9] O. J. RODSETH, M. J. CHRISTENSEN and L. LEE, “Design challenges and decisions for a new

ship data network,” 2011.

[10] D. GL, “Nautical Safety,” in RULES FOR CLASSIFICATION OF SHIPS, 2011, p. Chapter 6.

[11] DNV GL, “Dynamic Positioning Systems,” in RULES FOR CLASSIFICATION OF SHIPS, 2011, p.

Chapter 7.

[12] “Wikipedia,” [Online]. Available: https://en.wikipedia.org/wiki/Dynamic_positioning.

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5 Annex A

5.1 Schematic Drawings

Due to data protection we have not published the name of the ships nor their IMO numbers. We

have also not published ship-specific drawings. Following on, we will show two examples of dual

HMS cables drawing, the first is a typical standard HMS build using 2 x NAVIGAT X MK1

gyrocompasses, while the second is a dual CompassNet system using the new NAVIGAT 200

gyrocompasses.

The purpose of these drawings is to provide the reader with a qualitative indication of the

system simplification achieved with CompassNet.

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5.1.1 NAVIGAT X MK1 Dual Installation

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5.1.2 CompassNet NAVIGAT 200 Dual Installation

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6 Disclaimer

The data provided within this publication is only accurate as of the day of publication. Northrop

Grumman Sperry Marine holds no liability for use of the information within this publication and

any material howsoever used in connection with the publication is at the reader’s sole risk.

Northrop Grumman Sperry Marine

Burlington House

118 Burlington Road

New Malden

Surrey, KT3 4NR

UNITED KINGDOM

www.sperrymarine.com

www.sperrymarine.com

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