T.C.

DOKUZ EYLÜL UNIVERSITY

MARITIME FACULTY

MARINE TRANSPORTATION ENGINEERING

INTEGRATED BRIDGE SYSTEMS

(IBS)

ADVISOR: ASSOC. PROF. DR. ENDER ASYALI

ÇAĞRI ÖZDİM 2007423038

AŞKIN PAMUKÇU 2006423056
ALİ BAYIR 2007423060

İZMİR-2010
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INTEGRATED

Combining or coordinating separate elements so as to provide harmoni
ous, interrelated whole, organized or structured so that constituent
units function cooperatively.

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 DEFINITION OF IBS

An integrated bridge system (IBS) is defined as a combination

of systems which are interconnected in order to allow centralized
access to sensor information or command/control from
workstations, with the aim of increasing safe and efficient ship’s
management by suitably qualified personnel.

The term “integrated bridge” encompasses several possible

combinations of equipment and software designed specifically for
each individual vessel’s needs. Therefore, each integrated bridge
system is different. This section introduces, in general terms, the
major equipment likely to be found in an integrated bridge system.

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 IBS IN MARITIME STATUTORY DOCUMENTS

Performance standards for integrated bridge systems were

adopted by IMO in 1996 (Resolution MSC.64(67))

The revised SOLAS chapter V adopted in December 2000 and

entering into force in July 2002 says in Regulation 19 Carriage
requirements for ship borne navigational systems and
equipment paragraph 6: Integrated bridge systems shall be so
arranged that failure of one sub-system is brought to immediate
attention of the officer in charge of the navigational watch by
audible and visual alarms, and does not cause failure to any other
sub-system. In case of failure in one part of an integrated
navigational system, it shall be possible to operate each other
individual item of equipment or part of the system separately.

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 PERFORMANCE STANDARDS OF IBS

A. SYSTEM REQUIREMENT

The IBS should support systems performing two or more of

the following operations:

1. passage execution;
2. communications;
3. machinery control;
4. loading, discharging and cargo control; and
5. safety and security.

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B. GENERAL REQUIREMENTS

GENERAL

• The IBS should comply with all applicable IMO requirements

and recommendations. Parts executing multiple operations
should meet the requirements specified for each individual
function they control, monitor or perform.

• Each "part" of an IBS should meet the relevant requirements of

resolution A.694(17) and their associated technical testing
standards. In consequence, the IBS is in compliance with these
requirements without further environmental testing.

• A failure of one part should not affect the functionality of other

parts except for those functions directly dependent upon the
information from the defective part.

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 INTEGRATION

The IBS should provide functional integration meeting the

following requirements:

* The functionality of the IBS should ensure that its operation is at

least as effective as for stand-alone equipment.

* Continuously displayed information should be reduced to the

minimum necessary for safe operation of the ship.

* Supplementary information should be readily accessible.

Where multifunction displays and controls are used to perform
functions necessary for safe operation of the ship they should be
duplicated and interchangeable.

* It should be possible to display the complete system configuration,

the available configuration and the configuration in use.

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 INTEGRATION ( CONT. )

* Each part to be integrated should provide details of its operational

status and the latency and validity of essential information Means
should be provided within the IBS to make use of this information.

* An alternative means of operation should be provided for essential

functions.

* An alternative source of essential information should be provided.

The IBS should identify loss of either source.

* The source of information (sensor, result of calculation or manual

input) should be displayed continuously or upon request.

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 DATA EXCHANGE

* Interfacing to an IBS should comply with the relevant international marine

interface standards.

* Data exchange should be consistent with safe operation of the ship.

* The integrity of data flowing on the network should be ensured.

* A failure in the connectivity should not affect independent functionality.

FAILURE ANALYSIS

* A failure analysis should be performed, documented and be acceptable.

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 C.OPERATIONAL REQUIREMENTS

HUMAN FACTORS

* The IBS should be capable of being operated by personnel holding

appropriate certificates.

* The Man Machine Interface (MMI) should be designed to be easily

understood and in a consistent style for all integrated functions.

* Where multifunction displays are used, they should be in colour , and

continuously displayed information and functional areas, e.g. menus
should be presented in a consistent manner.

* For actions which may cause unintended results, the IBS should request
confirmation from the operator.

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 FUNCTIONALITY

* It should always be clear, from where essential functions may be

performed.

* The system management should ensure, that one user only has the
focus of an input or function at the same time. If so, all other users
should be informed about that by the IBS.

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 D. TECHNICAL REQUIREMENTS

SENSORS

* In order to ensure an adequate system functionality the sensors employed

should ensure communication compatibility in accordance with the
relevant international marine interface standard; and provide information
about their operational status and about the latency and validity of
essential information.

ALARM MANAGEMENT

* The IBS alarm management, as a minimum, should comply with the

requirements of the Code on Alarms and Indicators, 1995
(resolution A.830(19)).

* Appropriate alarm management on priority and functional groups should

be provided within the IBS.

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 ALARM MANAGEMENT ( CONT.)

* The number of alarm types and their release should be kept as low as
possible by providing indications for information of lower importance.

* Alarms should be displayed so that the alarm reason and the resulting
functional restrictions can be easily understood. Indications should be
self-explanatory.

POWER INTERRUPTIONS AND SHUT-DOWN

* If subjected to an orderly shut-down, the IBS should, upon turn-on,

come to an initial default state.

* After a power interruption full functionality of the IBS should be

available after recovery 000 of all subsystems. The IBS should not increase
the recovery time of individual subsystem functions after power
restoration.

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 POWER INTERRUPTIONS AND SHUT-DOWN ( CONT. )

* If subjected to a power interruption the IBS should, upon restoration

of power, maintain the configuration in use and continue automated
operation, as far as practicable Safety related automatic functions should
only be restored upon confirmation by the operator.

POWER SUPPLY

* Power supply requirements applying to parts of the IBS as a result of

other IMO requirements should remain applicable.

* The IBS should be supplied:

1. from the main and emergency sources of electrical power with

automated changeover through a local distribution board with provision
to preclude inadvertent shut-down;

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 POWER SUPPLY ( CONT.)

2. from a transitional source of electrical power for a duration of not

less than 1 min; and

3. where required, parts of the IBS should also be supplied from a

reserve source of electrical power.

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INTEGRATED BRIDGE SYSTEM (IBS) FOR SHIPS - FURUNO DEEPSEA

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TRANSAS INTEGRATED BRIDGE SYSTEMS

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 GENERAL INFO ABOUT IBS
* Rules from classification societies such as Det Norske Veritas
(DNV) specify design criteria for bridge workstations.

* Their rules define tasks to be performed, and specify how and

where equipment should be sited to enable those tasks to be
performed.

* Classification society rules address the total bridge system in four

parts:

- technical system,
- human operator,
- man/machine interface,
and operational procedures

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An IBS generally consists of at least:

* Dual ECDIS installation – one serving master and the other as backup
and route planning station.

* Dual radar/ARPA installation.

* Conning display with a concentrated presentation of navigational

information (the master ECDIS)

* DGPS positioning

* Ship's speed measuring system

* Auto-pilot and gyrocompass system

* Full GMDSS functionality

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DNV APPROVED INTEGRATED BRIDGE SYSTEM LAYOUT
OF M/S BOA GALATEA

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Aft conning station of M/S BOA GALATEA 21
BIBLIOGRAPHY

- Rulefinder 2010, Copyright 2010 Lloyd's Register

- SOLAS Ch.V, Reg 19.
- IMO, Resolution MSC.64(67)
- American Practical Navigator (Bowditch), Ch. 14
- www.raytheon-anschuetz.com (pictures & brochure)

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THANK YOU FOR YOUR PATIENCE !!!

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