When we left in 2001, we updated some of the navigation instrumentation. For example we put in a new speed log, compass, wind instruments, GPS and displays for this information. We also put in a new VHF radio but kept the existing radios and radar.
Rich updated the autopilot last summer (2009). This was a major undertaking that included a new binnacle, hydraulic steering in addition to the new autopilot. It meant removing Otto (the Autohelm autopilot) and Robert (the Robertson autopilot). Otto was prone to Crazy Ivan's and Robert would drift and did not like rough seas. We have not named our new Simrad autopilot as we do not have enough experience with his or her personality.
This time we are upgrading the single side band (SSB) radio, radar plus adding Automatic Identification System (AIS) and a charter/plotter in the cockpit. We waited until this year to purchase these items, to get the latest and greatest and to research the best deals either at the Seattle Boat Show or on the internet. We are very excited about our new electronics but it is taking a while to get it all installed and functional.
The last few weeks, we have been taking the boat apart to install these systems. Wiring it up is not as simple as just plugging it in like you would do in your house. You need to get the right size wire for marine use (add $ here), get connectors with heat-shrink coverings for marine use (add $ here), figure out where you have to run the wire (add time here), take the boat apart and shift contents to another part of the boat (add more time here), run the wire (additional time), attach the connectors (yes, more time), install the item (add more time here) and connect everything up (add more time here) then troubleshoot and get it all working (yes, more time). In between any or all of these steps, add time and $ going to one of a few marine stores in Seattle or to the internet to get something you missed, overlooked or needed to complete any of the above steps.
To put in the radar, we needed to add an extension to the radar arch (aptly named) on the stern boat to raise the level above the solar panels (to be installed soon). This is where we mounted the dome or transceiver. Since we were raising the radar, we also had to raise our existing GPS antenna. This we put on the pod for the radar with a bracket to install it above. Since we were also installing an AIS (I will explain this later), which also has a separate GPS antenna and a separate VHF antenna, we had another bracket for that antenna and a mount for the VHF as well. For the antennas we needed to run antenna wire from each GPS, through the bracket, through the pod, through the radar arch, into the lazarette (storage area in the stern), then behind the cabinets in the aft stateroom, aft head to the nav station. For the radar transceiver, we also had to run the power wiring and the ethernet cable. Once all the wiring is led to the nav station, we needed to run it to the cockpit to connect to the charter/plotter or to a connection board that Rich made and I wired to route signals and power. From this board the power was routed to electrical panel and the appropriate breaker. You want to keep the antennas separated from the power and the signal wiring. Of course you also need to label everything so you don't forget what goes to where.
The Automatic Identification System (AIS), is similar to the transponders used on airplanes. It uses a GPS receive to get position, course over the ground and speed over the ground and a VHF antenna to broadcast this information as well as the identification of the vessel. All commercial vessels are required to carry a Class A transponder. Non-commercial or Private boat like our sailboat have the option to use a Class B receiver or transponder. We chose a transponder and we have the option to turn off the transmitter portion when we want to. This is not an option for Class A systems which must transmit and receive all of the time. Another difference between Class A and Class B is the priority on the frequency. Class A system transmit more often than Class B. Class A includes container ships, ferries, cruise ships, large fishing boats, tugs, etc. Each vessel, including Windarra has an id number or Maritime Mobile Service Identity (MMSI). The transponder transmits the name of the vessel, MMSI, current latitude and longitude, heading and speed. Other data may also be transmitted such as last port, next port, cargo, size and type of vessel. Marine Traffic control in busy harbors and areas such as Puget Sound, use this information like air traffic controllers, keeping track of vessel traffic and making sure shipping is staying in the shipping lanes, etc. We have added AIS to Windarra so that we can track the vessels around us and so that they can track us as well. Most container ships are so large that they don't "see" boats within five miles of their bow in front of them. It is a 'dead zone' in more ways than one. It is also a way that you can try and track us. There are a number of websites, that show AIS information: http://www.marinetraffic.com/, http://www.vesseltracker.com/, or http://www.sailwx.info/. We may not alway have our AIS transponder on when we are at the marina or anchored but we will when in transit. So look for Windarra or MMSI 336831490.
The charter/plotter is in the cockpit and will allow us to view the radar and AIS information and overlay this on the electronic charts. We will also use this to plan and set up our waypoints and routes. A feature of our new radar is the ability to scan both near field - to see objects nearby and far field - to see the weather farther ahead. We are looking forward to having this ability. With the AIS information we will set up a range circle around us and then have an alarm if any vessel intercept the circle. The AIS information will also let us know the speed and direction of the vessel. Of course, this depends on the other vessel transmitting their information so it will not take the place of our watches but it will definitely be an assist at night when it is hard to see. The charter/plotter gets information from the instrumentation (boat speed, wind data, depth, heading, autopilot, GPS, AIS and radar). This data is either via ethernet (radar, AIS) or NMEA0183 (boat speed, wind data, depth, position, SOG, COG) or NMEA2000 (autopilot, compass heading). NMEA stands for National Marine Electronics Association, a standards body that developed the protocol, hardware and software for marine electronics similar to IEEE, etc. Of course, NMEA2000 is the newer version but not all marine electronics are up to the new standard and we did not want to replace all of the instrumentation just to have everything at the new standard.
Another feature of the charter/plotter is the ability to use the monitor at the nav station as a repeater. So either of us can sit at the nav station and view the charter/plotter information as well. This will be a great feature on passage. Our new monitor at the nav station has an all regions DVD player. Now we will be able to buy and play DVDs from other countries, provided we set it for English subtitles.
Just wanted to let you know what we have been doing the last couple of weeks.
No comments:
Post a Comment