WO2021251971A1 - Surrogate pilot and salvage master - Google Patents

Abstract

A system and method for providing remote assistance and guidance to a vessel's operator wherein the vessel's operator is able to access a maritime pilot's knowledge, experience and wisdom without the physical presence of a pilot on the vessel. Such system and method of use allows a pilot to receive, process and utilize sound, images and data to remotely assist in vessel navigation and instruction through the contemporaneous communications between vessel operators and remote pilots.

Description

TITLE

Surrogate Pilot and Salvage Master

SPECIFICATION

Field of Invention

The present invention is focused, generally, toward a bidirectional and reciprocal audio and unidirectional visual transmission device worn by a vessel operator, in direct communication with an off-site command and control center pilot, which allows a maritime ship pilot the ability to instruct and assist a vessel’s operator, or other vessel master(s), in entering and leaving a harbor, channel or waterway, remotely. More specifically, the audio and visual transmission aid that is the present invention acts as a ‘surrogate pilot’ allowing two-way communications between an operator and pilot that can afford a vessel’s captain the dual advantage of his or her own intimate knowledge of the functions and operability of a vessel with the experience and knowledge of a practiced and skilled maritime pilot in navigating a waterway, without jeopardizing the health and safety of the pilot.

BACKGROUND OF THE INVENTION While the conventional term ‘pilot’ has become shorthand for an ‘aviation pilot’, the original pilots were actually navigation pilots who were vastly more knowledgeable with the local terrain than their seafaring counterparts. These maritime pilots offered their skills in operating a sea vessel, as well as their familiarity with local waterways, in exchange for compensation upon the ship’s safe docking or embarking. In fact, ship pilots have been in existence since the ancient Greek and Roman times when a ‘boat’ pilot would commonly be a local fisherman, familiar with the a particular localized geography, underwater topography and numerous unseen perils (e.g. fast currents, hidden rocks and varying depths) of a harbor or bay.

Notably, since man first started seeking to make fortunes by the sea, pilots became an indispensable element to the safe passage of a vessel. A pilot would be charged with safely ferrying a boat or ship in and out of harbor with the knowledge and experience pilots had of a local navigable waterway wherein ships calling on an unknown harbor would utilize pilots to bring their vessels safely to dock or anchorage. And, whereas successful docking and egress resulted in payment, the unsuccessful docking of a vessel, or worse, damage to a vessel, cargo or crew had the untoward consequence of penalties up to and including death. Manifestly, as is evidenced in The Rules of Oleron (circa 1266), the first formal codification of maritime laws in northern and western Europe, a pilot’s employ was beset by many physical perils, not least of which was death:

Article XXIII

If a pilot undertakes the conduct of a vessel, to bring her to St. Malo, or any other port, and fail of his duty therein, so as the vessel miscarry by reason of his ignorance in what he undertook, and the merchants sustain damage thereby, he shall be obliged to make full satisfaction for the same, if he hath wherewithal; and if not, lose his head.

And, while the consequences of unsuccessful piloting have changed considerably, pilots continue to operate physically in basically the same way and continue to risk their health, safety and lives on a daily basis. Indeed pilots still face dangers from the sea including, but not limited to, the sea’s unpredictability, treacherous boat navigation, boat crashes, falls from various heights and, as we’ve recently seen, ramifications of close physical contact with others in a highly communicable pandemic.

Historically, a local pilot would gain access to a vessel by directing his own ship to an entering or exiting vessel wherein, if not previously scheduled or assigned, a pilot would race to a vessel to become the first pilot to reach and board a ship, thereby attaining an appointment to navigate the vessel. Once on the vessel, the pilot was responsible for the safe operation and navigation of a vessel into or out of a port or harbor. Over time, in order to maintain order and consistency between and among pilots, confidence in vessel operators and owners as well as for the safety and regulation of the industry, uniformly, harbors began to offer their own ‘selected’ and employed pilots for operation within their respective territories and waterways. Once a group of pilots were designated, it was incumbent upon those groups or association of pilots to attain and maintain licensure as to evidence a minimum competency. Through this licensure, the skill and training of a pilot could be ensured, assured and certified wherein each pilot is made to demonstrate the maritime experience and local knowledge that would protect not only the vessel and crew but also the pilots themselves.

Manifestly pilots, to be licensed, must evidence at a minimum (1) previous command experience and (2) written and practical knowledge. To further ensure that pilots maintain the requisite level of competency, pilots are also required to maintain their licensure through additional training and continuing education. And while not technically in the chain of command of the ship, the pilot serves as an invaluable surrogate of the ship’s master by providing vital information and abilities critical to the safe navigation of a vessel. Yet, while the pilot affords safe passage to ship, cargo and crew, the same assurances of safety cannot be bestowed upon the pilot. Although technological advancements and normalization of rules, regulations and licensing of pilots has led to increases in pilot safety, one dangerous aspect of a pilot’s duty cannot be mitigated - physically boarding a vessel. In fact, the act of maneuvering a pilot ship and transporting a pilot to a vessel carries requisite hazards of arduous vessel boarding, in even the calmest of seas, and a very real potential for pilot injury or death. Moreover, just as the benefits of sea travel and transport over alternate forms of transportation (i.e. rail and air) have continued to increase, so too has the physical size of these transport vessels. More and more, massive ships are being built that are hundreds of feet in height, can range over 1000 feet in length and carry a capacity over 20,000 TEU - routinely dwarfing a pilot ship with their enormity and making a pilot’s physical boarding increasingly demanding, perilous and ever more impractical. Too, even after the pilot has boarded a ship, and his immediate safety is secured, his health may come under other assaults in the form of undetectable pathogens that could threaten a pilot’s physical well-being and constitution through infection and illnesses putting his life again in mortal danger.

What is more, although of a lesser immediate concern than the pilot’s safety and health, is the very real logistical possibility that retiring pilots are not easily replaceable. In fact, on the trajectory currently anticipated, it is expected that a full 50% of maritime pilots are estimated to retire in the next 10 years, increasing the need for a more effective use and allotment of pilots and pilot resources becoming an absolute imperative in the safe and cost-effective management of the role of pilots in seagoing transportation.

Essentially, the present invention, satisfies the need for safe and efficient use of pilots, wherein a single pilot may be able to constructively navigate one to a plurality of vessels of various sizes and in various stages of return and embarking, from a single remote location or a plurality of remote locations and thus more effectually economize the time and presence of a pilot or pilots. Moreover, the time required for a ship to receive a pilot and/or delays in entering a harbor or waterway due to pilot inaccessibility (e.g. in times of inclement weather or backlog) can be greatly reduced with a pilot that assists and communicates with a ship’s master remotely and practically instantaneously. In addition, the absence of the need of a ‘physical’ presence of a pilot lends itself more readily to the ability and reliability of remotely locating and accessing an off-site pilot virtually anywhere in the world without regard to, or relying on, the limitations or risks of a pilot’s physical presence. Clearly, remote access to a first person camera, stereoscopic cameras and verbal communications conduits (e.g. hand-held two-way radios, cellular phones and/or microphones), plus any number of additional cameras may be positioned onboard a vessel, where a pilot on a remote station, provided with the necessary hardware, software and communications redundant equipment, can make decisions and precise evaluations without exposing a pilot’s life to the dangers of the sea or dangers posed by immediate contact and exposure to a vessel’s crew, operators, cargo and/or passengers. This analysis and these evaluations can be then conveyed to a vessel operator by a pilot to instruct safe guidance instructions whereby the operator can effectuate navigation commands. Correspondingly, course corrections, changes in navigation and speed adjustments precipitate additional pilot input to the operator and a feedback loop is thus created between the two.

With remote piloting, the physical transference of pilots is obviated, ships no longer need to wait for a pilot’s assistance, vessels do not need to maneuver or provide leeway’s and safe embarkation and weather windows become far less of a concern for entering and exiting vessels. What is more, pilot’s themselves have exponentially lessened risks to their physical well-being and overall health thereby effectively gaining the additional benefit of improved physical and mental well-being. These health benefits are certain to aid current pilots and attract future pilots to replace retiring pilots.

Thus there is a significant, well recognized, and yet unmet need in the art for a surrogate piloting device and system, with accompanying method of operation, that can be worn and utilized by a vessel operator, or other crew member(s), in an effort to communicate directly with a licensed maritime pilot to combine the skill and knowledge of a pilot with the familiarity of a vessel’s operator with a ship’s mechanics without risking the maritime pilot’s health and safety. Accordingly, it is the ambition of the present invention to provide safe and effective utilization of a pilot’s skill and knowledge without jeopardizing the personal physical and mental well-being of pilots while gaining the additional benefit of ultimately better protecting the health and safety of the vessel’s crew and passengers. It is another goal of the present invention to alleviate the strain of hampered access to a vessel and the increased strain of retirement of the existing pool of pilots. It is yet another goal of the present invention to provide more efficacious allocation of pilots to vessels in order to more effectively utilize their precious skills in a safer, more productive and cost-effective manner. The present invention satisfies the ever-increasing need in the art to address the roles of (a) increasing total health and safety of all principals (i.e. vessel crew, vessel passengers and pilots), (b) enhancing protection of a vessel and assets (i.e. cargo), (c) limiting precarious accessibility of vessels, (d) reducing inefficiencies of administration in terms of time (pilot’s time and vessels time) and energy (fuel and human), and (e) mitigating the inevitable and growing dearth of qualified, experienced pilots.

DESCRIPTION OF RELATED ARTS Several attempts have been made to facilitate remote navigation of a seagoing vessel that will (1) allow the captain, as well as the vessel and crew, to benefit from the experience and knowledge of a pilot, (2) make efficient use of a maritime pilot’s knowledge and skill, (3) mitigate the inefficiencies and impracticalities of a pilot’s transport (4) address the limitations of requiring the physical presence of a pilot and (5) focusing on impending shortage of qualified pilots (6) all while removing the pilot from harm’s way - all with varying degrees of success.

Applications W02019063570A1 and WO2019063571A1 (hereafter the ‘570 and ‘571 applications, respectively), each applied for by Bangslund , describe a system in which a vessel may be remotely operated through an offsite control center and thus creates an “unmanned remote- controlled” or “optionally partially autonomously” controlled container ship wherein situation information is received from the ship by a remote pilot in a remotely located control center and relayed to a ship control unit to carry out remote guidance. Yet, operational endeavors are undertaken where the remote operator is merely assisted in navigating a vessel via a virtual reality headset wherein the vessel is either (1) additionally equipped or (2) retrofitted to exhibit sensors to be utilized in the remote guiding and steering of a vessel. Further, both the ‘570 and ‘571 patents make no mention of an interface wherein a pilot and a captain (or other crew member) are in direct, simultaneous and contemporaneous “two-way” communication with one another to manage and navigate a vessel. The remote piloting of a vessel through integrated sensors can be equally seen in the

“remote bridge” and “telepresence” of W0199964941 A1 and “remote object imaging and control system” of W02010067091A1 wherein each application seeks to direct and control a vessel remotely exclusively through “off-site” pilot control. And while the W0199964941 A1 application utilizes incorporated sensors and the W02010067091A1 application relies upon exogenous sensors, both nonetheless espouse remote operation of a vessel. In opposite, the present invention requires no additional sensors and no remote operation of a vessel, but rather incorporates the use of a specially designed and equipped helmet in the transmission of video and audio feed from a vessel operator to a pilot, the interpretation of video and audio data by the pilot and the reception of an audio feed by the operator from a pilot of a vessel incorporating a “surrogate operator” or “surrogate pilot” that dually integrates the skills and knowledge of both the pilot and vessel operator in the navigation of a ship, concurrently and contemporaneously.

Application WO2018117851A1, applied for by Rajabally , too contemplates the remote guidance and operation of a vessel, yet Rajabally also incorporates a mobile “sensor package”, on board a remotely operated pilot vessel, wherein the pilotage is achieved through a “pilotage assistance vehicle” that is unmanned, manned or semi-autonomous. Here, the inventor employs a guide/guided vessel in “filling in gaps in situational awareness”, “checking aspects of the on-board picture that are subject to uncertainty or doubt”, “augmenting awareness by utilising more sophisticated/tuned sensors mounted on the unmanned pilotage assistance vehicle(s)” (sic) and attaining a “a look-ahead or perspective of future obstacles”. But, in using this assistance vehicle, Rajabally makes no allowance for the combined, augmented assisted navigation of a ship, via instruction and guidance of a “surrogate” pilot in concurrence with a ship’s captain, in piloting a ship through a navigable waterway. Without this intimate interaction (i.e. the ‘remote navigation’ imparted by the pilot through to the captain), the pilot has no reliance upon or is duly afforded the skills of a vessel’s captain (or a crew member) or their familiarity and knowledge of the proper operation (e.g. abilities and limitations) of each particularly unique vessel and, conversely, the captain cannot integrate his expertise and proficiency in operating a particular vessel with the expertness a pilot affords. Moreover, the increased fuel expended in Rajabally ’s invention fails to obviate a critical aspect of the overall economy of the present invention.

The present invention seeks to address the infirmities of the above inventions in relation to the inadequacies of currently contemplated “remote piloting” where a pilot seeks to control a ship, without intervention or aid from a captain or designated crew member, through the commandeering of the navigation of a vessel remotely offsite. It is the stated object here to provide a captain, or designated master or crew member, an augmented and supplanted means of expertly maneuvering and guiding a vessel through the real-time assistance and guidance of a pilot wherein both an operator and a pilot mutually benefit from this extremely close relationship. SUMMARY OF THE INVENTION

The present invention comprises an apparatus, system and method of use created to receive, process and utilize sound, images and data to remotely assist in vessel navigation and instruction through the contemporaneous communications between vessel operators and remote pilots. The remote piloting and assistance provided for ship navigation in and out of ports and harbors, aid in facilitating movement of floating structures (into, out of and away from ports and harbors), and salvage, emergency and rescue operations situations allows for the expert navigation of vessels without exposing pilots to the dangers that can be routinely encountered (1) on water (e.g. tumultuous seas, inclement weather and the unpredictability of large mechanical vessels in an ever changing environment) and/or (2) via close contact with a vessel’ s crew (i.e. where close proximity may allow for ease of transmission of communicable diseases). What is more, this same system can be implemented in the operation of tugboats, in conjunction with large vessel navigation, wherein the maneuvering and maneuverability of vessels may be further assisted with simultaneous direction of tugboats, via tugboat operators in accord with the present invention, that may facilitate a uniform, concerted approach in navigating a vessel.

In terms of a large seagoing vessel, the reliance upon a pilot to navigate in and out of a port or harbor customarily requires that the pilot physically boards the ship and accomplishes his piloting of the vessel from the vessels bridge or other designated areas. Boarding the ship is an inherently risky operation in that the pilot is either shuttled to the vessel or airlifted, via helicopter, onto the vessel, often times in inclement weather, in order to embark upon the vessel. Coordinating the position of both ships, or alternatively achieving a successful “drop” onto a vessel, requires a multi-variant undertaking that is susceptible to various critical failures which can easily result in pilot injury or death. Moreover, given the risks involved with person-to-person contact and the potential transference of bacterial and viral pathogens, it is paramount that not only is the immediate physical well-being of the pilot to be protected but also that the pilot is protected from possible intermediate and long-term effects due to infectious disease. As the current Coronavirus pandemic has highlighted, two primary factors of disease propagation, close proximity of pilots and operators and the international nature (compounded by the relative close quartered traveling) of sea passage, leaves maritime pilots particularly susceptible to becoming a disease recipient and vector for the conveyance of infection - from operator to pilot or vice versa and then on to other recipients. In fact, the physical transference of pilots to and from vessels gives a multitude of potential infectious diseases numerous opportunities to move from locations beginning internationally and terminating locally and vice vera. And, while COVID-19 (i.e. SARS-CoV-2) is the most evident and topically relevant example of a communicable disease, previous outbreaks, including SARS (severe acute respiratory syndrome) of 2002-2004 andMERS (Middle East respiratory syndrome) of 2012, 2015 and 2018, although diminished in distribution, serve as a pertinent harbinger of the inevitable potential we face to transmissible diseases in terms of intensity and ubiquity that cannot be underestimated and discounted going forward.

The present invention allows for remotely connected equipment to substitute for a the physical presence of a pilot wherein a user (operator) will don a wearable unit, consisting of: (1) a helmet (exhibiting a microphone, a superior high definition camera, two stereoscopic side cameras and a set of headphones), (2) a portable storage container (e.g. backpack) containing a communications processor, a GOS/GNSS receiver, a vessels compatible AIS (Automatic Identification System) Plug signal receiver, a satellite and/or broadband telecommunications link and self-contained battery and (3) a connection between the helmet and portable storage container in the form of quick coupler connectors for audio and video data transmission and power. In absence of a microphone, the wearable unit operator can substitute another communications unit in the form of a hand-held two-way radio, cellular phone or computer tablet, or a combination thereof, for communications between pilot and vessel operator. It is understood, as well, that both a microphone and one, or a combination of the above, can be utilized by an operator to insure redundancy or in the case of equipment failure. The self-contained wearable unit and attached portable energy device (battery) and communications unit is made to transfer data and information from a vessel operator to a reciprocal communications conduit at a remote control unit site whereby a pilot receives and interprets data from the operator, integrates information derived from exogenous sources (satellite and internet) and transmits guidance and instruction, through a pilot’ s corresponding communications unit, back to the vessel operator. This series of transmissions and receptions occur in both directions creating a feedback loop that creates and potentiates communications related to the proper navigation of a vessel with each adjustment and correction.

The pilot, himself or herself, is remotely stationed at some distant location away from a vessel that may be permanently (onshore or offshore) or mobile (onshore or offshore) in a centralized command and control unit existing locally, regionally, nationally or internationally. The centralized command and control unit consists of a communications module, a video processor, a satellite and/or telecommunications signal receiver, an internet connection and an audio module. The video signals, after processing and synchronization, will generate images displayed on video displays for the pilot. As per the current preferred embodiment, the images are displayed on four separate displays: (1) the superior helmet display (i.e. first-person display) and (2) signals generated for telemetry, (3) three-dimensional shoreline images and (4) an AIS (automatic identification system) display. This is, of course, an amendable configuration wherein displays could be integrated (e.g. split or sectioned screens, picture within a picture or the like), and fewer displays may be implemented or greater displays may be applied to the current system without departing from the overall scope and spirit of the invention.

The operations undertaken by the pilot may take the form of a ‘supervised maneuvering and navigation process’ or a series of ‘supervised maneuvering and navigation processes’ wherein the pilot monitors the positioning of a vessel in real time through the images transmitted by the on-board operator (viewed through the displays of the central control unit) presenting the ship’s integrated navigational equipment, optionally through incorporation of exogenous sources (satellite and internet) and through verbal communication with the on-board operator (wherein the on-board operator consults and informs the remote pilot of the vessels location and operational status). The pilot reciprocates by transmitting the navigation guidelines, either aurally through the headset or through other forms of instruction transfer (e.g. text, hand-held computational device or other like operator accessed display and/or combinations thereof), instructing the on-board operator as to operational procedures critical to the successful maneuvering of the vessel through the navigable waterway. Through the present device and system both operator and pilot are able to query and instruct one another, in real-time, as to provide the most effective and efficient utilization of each’s skill and knowledge in monitoring and adjusting the speed and direction of a vessel. Equally, both operator and pilot may as well rely upon other exogenous navigation- assisting resources including satellite imaging, weather monitoring applications, GPS tracking and the like to inform their decisions which can be incorporated into each’s decision making which results in fully informed decisions and instructions. PREFERRED EMBODIMENTS

In one preferred embodiment, the present invention consists of a headset equipped with both audio and visual transmission capabilities (as well as auditory receiving capabilities) and a separate storage unit (i.e. container for the portability of a charged or rechargeable battery and a receiver/transmitter where the battery is used for both the powering of the head set, the powering of a communications unit and the powering of a receiver/transmitter) where a remotely located pilot can assist a vessels captain in berthing, unberthing, mooring, unmooring, dropping anchor, heaving up anchor, docking, undocking, for navigation and/or maneuvering a vessel in compulsory and non-compulsory pilotage waters. These waters may include coastal waters, channels, canals, locks and dams, rivers, lakes, ports, harbors and/or terminals or any combination thereof.

In another preferred embodiment, the components of the present invention that are the wearable device may be integrated or separable to aid in repair and replacement or configurable, as in, for example, allowing the option of an integrated microphone or a detached hand-held two- way communications device - dictated by the need for redundancy or replacement. In another embodiment, a pilot may offer guiding assistance and instruction to one or more ships, both entering and leaving a waterway, that are in various stages of entrance and exit thereby alleviating a shortage of pilots for a given waterway or navigable area.

In yet another embodiment, a plurality of pilots may offer guiding assistance and instruction to one or more ships, both entering and leaving a waterway, that are in various stages of entrance and exit thereby alleviating a shortage of pilots for a given waterway or navigable area. In another embodiment, a pilot may offer guided assistance to one or more crew members aboard a single vessel wherein one to a plurality of vessel crew members utilize a separate headset as to provide multiple views and/or sets of information to one to a plurality of pilots.

In another embodiment, a pilot may be selected or preselected from a pool of pilots based on licensure, skill, knowledge, aptitude, seniority and/or availability of a pilot from selected or pre-selected, various locations that may range from geographically distinct locations to worldwide locations.

In yet another embodiment the present invention may be utilized in and around offshore structures (e.g. drilling rigs), FPSO (Floating Production Storage and Offloading) vessels, in conjunction with implementation of mooring systems, in shipyards, scrapyards, syncrolifts, drydocks and floating docks.

As well, the present invention can be used in container ships, tankers, cargo ships, Ro-Ros, tugboats, AHTS, PSVs, Pipe Laying vessels, Diving Support Vessels, Drilling Rigs, FPSOs, Flotels, Drilling vessels, passenger ships, etc. In another embodiment the present invention can be used for salvage operations and search and rescue operations where the area is unknown, uncharted, especially dangerous or largely unnavigable using customary navigation equipment and where a pilot’s skill and knowledge is either desirable or mandatory.

In yet another embodiment, the present invention may be used in both on-board and on- shore engine room assistance wherein an engineer may lack the requisite skill, knowledge or capability to effectively make repairs to a vessel. It is further within the contemplation of inventors to provide a seagoing vessel with a 3-D printer that would allow an engineer the ability to construct and utilize necessary tools required in the repair and maintenance of a mechanical feature of a vessel (e.g. a mobile or immobile seafaring vessel, a mobile or immobile submersed vessel, an aviation vessel or space vessel).

In other preferred embodiments the present system may utilize one or more of certain communication systems (e.g. 5g, 4g, 3g, Wi-Fi, vhf, uhf, satellite link, etc.), singly or in combination, as a method for insuring fluid communications and as a means of procuring, analyzing and transmitting data ensuring decreased latency and as a means of providing critical redundancy in communication links as to protect crucial communication pathways. Moreover, the communication link between remote equipment and control unit may use (a) the vessel’s own integrated communication and relay system, (b) a self-contained communication system or (c) a combination of both integrated and self-contained communication systems in order to assure the quality of communication channels.

In another embodiment, the present invention may be used in aviation (i.e. air navigation) in take-off, landing and while in flight in the case of emergency or an impaired aviation pilot. In another embodiment, the present invention may be implemented in firefighting, flood response and mitigation or other similar situations requiring the organization of a coordinated effort for emergency response and off-site assistance.

In yet another embodiment, the present invention may be utilized in assisting in the navigation of a vessel, repair of a vessel, salvage of a vessel, or any of the above listed operations, wherein a vessel, or another inaccessible area (terrestrial, aquatic or extraterrestrial) is under quarantine or another form of isolation that will not allow for the physical presence of an knowledgeable operator for navigation, mitigation, inspection or repair. In another embodiment, the tasks of vessel inspection, by the port authorities, customs and other similar policing and inspecting authorities, could be managed more efficiently and with less risk to these agents and harbor professionals. Similar to the mitigation of risk for a pilot, these entities could benefit from decreased infection exposure, diminished time expenditures, potential dangers and/or reduced manpower requirements. And, while these agents may certainly opt to physically board a vessel and inspect its crew and cargo, these agents are allowed to carry out a “pre inspection” and exercise preliminary judgment after first accessing relevant information through the presently described wearable remote system and interpreting and analyzing such information before determining the next steps in inspection. In yet another embodiment the present device and method of use may be utilized to assist users in any repair that may be beyond the user’s capabilities and skill set. Clearly, the present invention has implications in any situation where remote repairs are required (albeit, large vessel, small vessel, automotive, residential or commercial building repair or even interstellar repairs where a skilled engineer is either unavailable in a location or not economically, realistically or safely available). Provision of a 3-D printer additionally aiding an operator by either (a) receiving instructions, via the present communications channels or (b) supplying directly instructions to said printer for presently unavailable devices, tools and necessary equipment.

An additional preferred embodiment may find application of the present invention in a police or military situation wherein the area to be inspected by an operator is generally unsafe or not advisable for a large-scale deployment (e.g. in a situation that could result in bodily harm) and the present system could aid an operator who may benefit from exteriorly derived information (i.e. from satellite imaging, heat imaging, visual drone imaging or the like) and remote “pilot” guiding assistance. Advantages of the Present Invention and Method of Use

The present invention does not rely upon the boarding and disembarking of pilots required in the present navigation of vessels in designated waterways. As delineated below, this can have both near-term, mid-term and long-term implications on both the health and safety of the pilot, a vessel’s crew, cargo and passengers and on the health and well-being of the population at large.

Immediate Advantages

Aside from the obvious physical safety advantages to a pilot, the combined apparatuses, current system and method of use, in the near-term, (1) reduces or eliminates the time required for a ship to reside inactive outside of a port or harbor, (2) precludes the reduction in speed (and subsequent increases in speed) decelerating and accelerating power a vessel is obligated to pledge upon periods of idle inactivity and boarding, (3) removes the time essential for a pilot to shuttle to and board a vessel, (4) reduces emissions of the transporting vessel (as well as reduces emissions generated in slowing down and increasing speed of both vessels), (5) decreases fuel consumption and (6) virtually abolishes unauthorized access in conformity with the International Ship and Port Facility Security (ISPS) Code.

Another key advantage of the present invention is the ability to transport the necessary equipment to a vessel without relying on a human transfer. While the required gear (headset and pack) may be transported to a requesting ship by a manned boat or helicopter, this is not mandatory and may be accomplished via an unmanned transport (i.e. a remotely controlled boat, helicopter or drone). Moreover, the vessel itself may be ‘pre-loaded’ or ‘pre-supplied’ with the necessary equipment prior to its departure which could include one to multiple sets of the helmets and backpacks units (or individual spare or replacement components) in the event that 2 or more on- board operators seek to participate in ship navigation or repair or in the case where breakage or a failure of equipment may impede proper utilization of the system and back-up equipment is necessitated.

Yet another advantage of the present invention is that there are no exogenous sensors or supplemental relays required to ‘supplement’ the customary manual navigation of a vessel (i.e. the current system), as in previously discussed remotely guided systems. Essentially every vessel is sufficiently equipped with all necessary existing navigation devices required wherein no vessel necessitates new or additional sensors or relays (or any kind of retrofitting) in order to use and operate the present device and system. Yet, this does not preclude the addition of supplementary sensors as the need arises and may include one to a plurality of sensors as a situation dictates. And, use of integrated (existing) vessel relays and communication avenues are not precluded and may be use alternatively or in conjunction with existing invention relays.

Simply, though, the pilot utilizes an on-board operator as a surrogate that functions as would a pilot were the pilot present. If fact, the use of surrogates affords the operation of the vessel effectively 2 skilled operators in one in simultaneous and temporal synchronization - one operator (or operators) having intimate knowledge of the vessel and one pilot (or pilots) having a thorough and comprehensive familiarity with the navigable waterway, which, to date, has been unachievable.

It is still other advantages of the present invention to decrease costs of shipping and transportation through the secondary decreased costs associated with the following: (1) economical use of pilots between and among seagoing vessels, (2) efficient paring and integration of the skills of an operator with the skills of a pilot, (3) greatly lessened insurance costs necessitated by insuring a pilot’s safety vis-a-vis dangerous boarding activities, (4) decreasing transport costs of a pilot to and from a vessel, (5) decreasing compulsory pendency times a vessel experiences in waiting for a pilot’s arrival, (6) reducing vessel waiting time where a pilot is unable to board due to inclement weather and (7) increased retention and attraction of pilots due to safer and healthier working conditions, among others. Moreover, in the case of remote mechanical repair, the advantages of instructing a remote engineer (as opposed to supplying such an engineer) has certain immediate similar advantages as numerated above in terms of a pilot (e.g. decreased pendency, increased time efficiency, enhanced safety and the like).

Intermediate Advantages

In addition to near-term advantages, with reference to immediate physical safety, economic and logistical pilot use, intermediate advantages can include the slowing or cessation of disease spread between and among vessel crew, passengers (and cargo) and pilots wherein close contact between all participants is all but eliminated. Thus, without contact, any potential deadly pathogens will lack the intimate proximity to gain contagion spread. Therefore, immediate quarantine measures may be implemented fully where the vessel’s crew, passengers and sometimes cargo (possibly harboring potential points of infectious vectors, materials and spread) may be completely segregated, accessed and addressed as the situation necessitates.

Long-Term Advantages

In terms of infectious disease control, the ability to manage an epidemic and pandemic outbreak is spatially dependent. Where contact can be lessened, and to the greatest extent possible precluded, disease spread can be curtailed, and infection rates can be better managed to decrease proliferation among populations. This is true of both bacterial and viral pathogens that are directly transferable from person-to-person and for those utilizing an intermediate vector (i.e. cargo including insect vectors, parasites, birds, mammals, plants, fomites and/or water) where decreased access translates into decreased rates of infection. Further, and as is directly relatable to the present state of contagion control, propagation and spatial modeling has the greatest potential in physically controlling the spatiotemporal transmission dynamics of infectious diseases in order to mollify their impact on the human population. Limiting a pilot’s access to a vessel, while seemingly singularly innocuous, can carry with it grave consequences to both the pilot, operator and the population at large. Too, as stated before, while pilot retention and attraction is a shortterm benefit, these benefits can easily translate into intermediate and long term applications of retention and attraction. The present invention addresses these needs in the art and remedies the stated deficits, as well as many other insufficiencies, to the advantage of the vessel’s captain, the vessel’s crew, the passengers, the vessel’s owner, the shipper and, most pertinent to the present application, the pilot and the population on the whole.

BRIEF DESCRIPTION OF THE DRAWINGS While the novel features and method of use of the application are set forth above, the application itself, as well as a preferred method of use, and advantages thereof, will best be understood by referencing the following detailed description when read in conjunction with the accompanying drawings (in view of the appended claims), wherein:

FIG. 1 depicts a rear view of the present invention as it relates to observing, detecting, tracking, collecting, recording and relaying information related to the safe navigation of a vessel from a vessel’s operator to a remote pilot and instruction from a remote pilot to a vessel’s operator. FIG. 2 shows a side view of the present invention, including video and audio receiving and transmitting equipment, employed on the surrogate navigation assisting device that is the present invention.

FIG. 3 depicts a side and rear view of the present invention wherein connection between the helmet and portable storage container (e.g. backpack, not shown) is (1) a video quick coupler connector and (2) an audio two-way communication connection achieved through a headphones and microphone combination.

FIG. 4 depicts a left side and rear view of the present invention wherein verbal sending of instructions is achieved via a hand-held two-way communications device (i.e. walkie-talkie) and received through integrated headphones.

FIG. 5 illustrates a right side and rear view of the present invention wherein visual data is collected and transmitted to a remote pilot and audio data is received from a remote pilot, through a telecommunications-linked portable storage container, and audio data is transmitted via a hand-held two-way communications device. FIG. 6 provides for a flow diagram of the present invention in operation together with constituent corresponding parts.

FIG. 7 shows the present invention consisting of a helmet and portable storage container unit wherein audio and video equipment are directly connected to said portable storage container (e.g. backpack) for transmittance of video data and collection and conveyance of audio data via attached antenna and power is supplied to said headset. ELEMENTS USED IN THE DRAWINGS AND DESCRIPTION

10 Present Bidirectional and Reciprocal Audio and Visual Transmission Device/W earable

Unit

12 Helmet 15 Operator

17 Hand-Held Two-Way Communications Device

20 Microphone Communications Device

30 Superior High-Definition Camera

40 Stereoscopic Side Camera

45 Helmet Adjustment

47 Chin Strap, Adjustable

50 Headphones/Press to Talk Headset

60 Quick Connector Connection for Audio

61 Video and Camera Signal and Power Cable

62 Superior Camera Video Signal 64 Stereoscopic Video Signal

66 Audio Signal

70 Portable Storage Container (i.e. backpack)

71 Transmission and Reception antennas

72 Operator Communications Unit 74 A/S Plug Receiver

76 DGPS/GNSS Receiver

77 Battery Unit

78 Telecommunications (telco) Link

80 Operator Associated with Wearable unit 10 85 Telecommunications (telco) Link 90 Telecommunications Channel 92 Satellite Receiver 92a Satellite Receiver 93 ORB CO MM

94 Internet Link

94a internet Modem

95 Command and Control Unit

98 Pilot Communications Unit

100 Pilot

102 Video Processor Module

104 Audio Module

105 Direct and Ambient Sound Head Unit with Microphone

106 First Person Display

108 Telemetry Display

112 Coastline Image Display

114 AIS Display

And while the present invention, integrated system and method of use are amendable to modifications and alternative configurations, specific embodiments thereof have been shown, by way of example, in the drawings and are described herein in adequate detail to teach those having skill in the art how to make and practice the same. It should, however, be understood that the above description and preferred embodiments disclosed, are not intended to limit the invention to the particular embodiment disclosed, but on the contrary, the invention disclosure is intended to cover all modifications, alternatives and equivalents falling within the spirit and scope of the invention as defined within the claim’s broadest reasonable interpretation that is consistent with the specification.

DETAILED DESCRIPTION

A detailed description of the preferred embodiments of the invention is disclosed and described below. Yet, each and every possible feature, within the limits of the specification, are not disclosed as various permutations are postulated to be in the purview and contemplation of those having skill in the art. It is therefore possible for those having skill in the art to practice the disclosed invention while observing that certain placement and spatial arrangements are relative and capable of being arranged and rearranged at various points about the present invention that nonetheless accomplishes (1) the goals of the present invention and/or (2) the correction of one or more of the infirmities as outlined and discussed above. Patently, the size and shape of certain features may be augmented to accommodate an individual and may be customizable to suit the need of both the equipment operator as well as that of the remote pilot.

Equally, it should be observed that the present invention can be understood, in terms of both structure and function, from the accompanying disclosure and appended claims taken as reference to the associated drawings. And whereas the present invention and method of use are capable of several embodiments, which can be arranged and rearranged into several different configurations, allowing for mixing and matching of features and components, each exhibiting accompanying interchangeable functionalities, without departing from the scope and spirit of the present application as shown and described.

As detailed in Figs. 1- 5 and 7, the present bidirectional and reciprocal audio and unidirectional visual transmission device 10 consists of a helmet 12 (exhibiting a microphone 20, a superior high definition camera 30, two stereoscopic side cameras 40 and a set of headphones 50), (2) a portable storage container 70 (e.g. backpack) containing a communications processor, a GOS/GNSS receiver, a vessels compatible AIS (Automatic Identification System) plug signal receiver, a satellite and/or broadband telecommunications link and self-contained battery and (3) connections 60 and 61 between the helmet 12 and portable storage container 70 (i.e. backpack) where the connections may be in the form of a quick coupler connector or connectors. Further, as evidenced in Fig. 6, the bidirectional and reciprocal audio and unidirectional visual transmission device 10 (onboard wearable unit) is designed to accomplish the following: (1) contemporaneous video and/or (operator and ambient) audio data collection from the perspective of the ship’s operator (through the present device’s cameras placements and/or audio collecting devices), (2) transmission of collected video and audio data to a remote pilot, (3) receipt of collected video and audio data by the pilot, (4) pilot processing of transmitted video and audio data, (5) and transmission of processed data aurally back to the vessel’s operator resulting in a feedback loop where the vessel’ s operator control affects the pilot’ s input and the pilots corrections and guidance informs the vessel operator’s operation of the vessel. This transmittance and receipt of data may be further supplemented by either operator or pilot from exogenously derived information (e.g. satellite 92 navigation and imagery, GPS, vessel identification, radar, sonar, internet link 94 position tracking and weather applications and the like)(See specifically FIG. 6 features 92 and 94) .

In terms of data collection, video and audio, the helmet’s video equipment is utilized to collect “real-time”’ video feed (video signal) through (a) the superiorly mounted camera 30, which is preferably an HD camera, which is utilized for “first person” ship’s operator video feed and (b) side-mounted, stereoscopic cameras 40 which are positioned at 180 degrees form one another in order to give the pilot 100 an impression of depth (assisting in depth perception and distance). Yet, it is in the consideration of inventors to employ any number and positioning of cameras as to allow for proper reception and preferred views by pilot 100 as may be required or preferred. Audio transmission from operator 15 to pilot 100 is achieved through either microphone 20 (See FIGS. 2 and 3) or a hand-held two-way communications (e.g. a walkie-talkie, cellular phone, satellite phone or computer tablet as depicted in FIGS. 4, 5 and 7). Audio reception is achieved through integrated headphones 50 into helmet 12 but may be in the form of earbuds or similar headphone arrangements. Collection and bidirectional conveyance of audio signals 66 between pilot 100 and operator 15, 80 may be accomplished through Quick Connector Connection for Audio 60 where helmet 12 evidences a microphone and Headphones/Press to Talk Headset 50. Where operator 15, 80 utilizes a hand-held two-way communications device 17, audio signals 66 may be transmitted and received via hand-held two-way communications device 17, received by Headphones/Press to Talk Headset 50 or a combination thereof to ensure uninterrupted communications and/or redundancy in transmittance and collection of audio data (or in case of preference or necessity). Video signals 62 and 64 collection and conveyance to a remote pilot 100 is achieved through Video and Camera Signal and Power Cable 61. Both Quick Connector Connection for Audio 60 and Video and Camera Signal and Power Cable 61 may be permanently (e.g. hardwired) or semi permanently (e.g. via a quick connector) attached to Portable Storage Container 70.

Portable storage container 70 is made to encompass a battery 77 serving the functions of powering (1) the helmet 12 (including headphones 50, microphone 20 and video devices 30, 40), (2) the communications unit 72 and (3) the telecommunications link 78 (for relaying of information to telecommunications (telco) link 85). It is also envisaged by inventors that the power source of the vessel (e.g. generators) may be utilized as a backup or substitute to power the battery 77 or the helmet 12, operator’s communications unit 72 and telecommunications link 78 directly or alternatively (via cables 60 and 61) as illustrated in FIGS. 1, 3-5 and 7. Further, the pilot’s communications module may use an identical configuration (not shown) wherein the pilot could use a battery as a primary power source or as an alternative power source, in cases of loss of power, or use of the pilot’s command and control unit 95 in a mobile station. Otherwise a stationary command and control unit 95 can be constructed to use an exteriorly derived power supply (alternating current (AC) or direct current (DC)) depending on the particularized use and/or based on the power source in the country in which the unit is located. Moreover the power generated for either the wearable unit 10 or the command and control unit 95 can be generator, fuel cell, solar powered, wind powered ocean/sea current, or any like form of power generation, or any various land or vessel based power as determined by availability or requirements. Lastly, both wearable unit 10 and land-based or mobile command and control units 95 may be equipped with power converters (not shown) in case of need and depending on specified power sources, countries of use and/or based on equipments’ originally constructing country.

Transmission of data between an operator and pilot is achieved through the transmittance of (a) unidirectional video signals 62, 64 to a pilot via telecommunications (telco) links 78, 85 through telecommunications channel 90 and (b) bidirectional verbal communications/audio signals 66, via microphone 20 (or hand-held two-way communicator 17) and a pilot’s direct and ambient sound and microphone headset 105, via a telco-telecommunications-telco, 78, 90, 85 pathway between wearable unit 10 and command and control unit 95. Audio signals 66 are transmitted from pilot 100 to operator 15 and from operator 15 to pilot 100 through the generation of bidirectional operator and pilot 100 communications (via operator microphone 20, and/or Hand- Held Two-Way Communications Device 17, and pilot headset 105), relayed through audio processor module 104 to pilot communications module 98, through said telco 85 link- telecommunications channel 90-telco 78 link to operator’s operation communications unit 72 (contained within portable storage unit 70), combined with both AIS (automatic information system) plug receiver 74 and DGPS/GNSS Receiver 76, (which is transmitted through operator’s communications unit 72 as an audio signal 66 to operator’ s headphones 50 and/or Hand-Held Two- Way Communications Device 17. Audio communications 66, via Headset with Press to Talk 50 functions and microphone 20 through Quick Connector Connection for Audio 60 (and alternatively by Hand-Held Two-Way Communications Device 17), are generated and communicated through audio channel 66 to Operations Communications Unit 72, through the telecommunications link 78-telecommincations channel 90- telecommunications link 85 relay, to the pilot’s communications module 98, through the Audio Processor module 104 and to the pilot 100 through pilot’s headset 105.

Video data is transmitted from first person camera 30 (as video signal 62) and stereoscopic cameras 40 (as video signal 64) to operator’s communication unit 72 through Video and Camera Signal and Power Cable 61, through the telco 78-telecommunications channel 90-telco link 85 pathway, to the pilot’s communications module 98, processed by video processor module 102 and displayed on monitors 106, 108, 112, and 114.

AIS information (received via AIS plug receiver 74) may be integrated into received video signals 62 and 64, on either the operator 80 or pilot 100 side in FIG. 6, thus allowing both operator 80 and pilot 100 to identify and track (via GPS or DGPS) neighboring vessels wherein coexisting vessels size, position (e.g. longitude and latitude), classification, call sign and registration number may be determined (as well as closest point approaches and times, navigation information, radar plotting. DGPS information (received via a dual DGPS/GNSS receiver 76) may be utilized to adjust and correct real time GPS signals to account for pseudo range errors. Likewise, GNSS data is collected (via a dual DGPS/GNSS receiver 76), by the operator’s communications unit 72 to provide global positioning data via satellite navigation systems. Pilot’s communications module 98 is additionally linked via a satellite 92 and satellite receiver 92a and internet modem 94a internet web 94 connection for collection of externally derived data wherein satellite 92 is further in communication with ORBCOMM® (designed for remotely tracking, monitoring, and controlling mobile assets combined with ship-to-shore combinations and AIS data services). As well, pilot 100 connections to satellite 92 and internet web 94, via satellite receiver 92a and internet modem 94a, respectively, provides another two-way means of data gathering as well as information transmittance and reception which allows pilot 100 to (1) collect extrinsically derived information and to (2) transmit an amalgam of pilot processed, operator derived and managed information and duly assessed and analyzed, externally received information back through said satellite 92 and internet 94 connections through communications module 98 to both operator 80 and through satellite 92a (receiver) and internet 94a (modem) conduits for data transfer. Utilization of each of these three sources (i.e. operator 80, satellite 92 and internet 94) not only allows for a more robust and rigorous communication network (increasing redundancy and decreasing latency), but also creates an invaluable means of utilizing all available extrinsic information guiding the pilot to better decision making via various feedback loops.

Pilot’s communications module 98 thus collects data (video signals 62 and 64 and audio signals 66) from operator equipment cameras 40, camera 30, and microphone 20 from wearable unit 10 and/or hand-held two-way communications device 17 and externally derived information from satellite receiver 92 and internet link 94 and relays each through video processor module 102 and audio processor module 104, providing video information to video monitors 106, 108, 112 and 114 and audio information to headset 105, and ultimately pilot 100, and operates to transmit audio information from pilot headset 105 back to operator 15, 80 through audio processor 104, though pilot’s communication module 98, through telecommunications links 95, 90, 78, to operator’s communications unit 72 to operator’s helmet 12 and integrated Headphones/Press to Talk Headset

50 Video monitors 106, 108, 112 and 114 receive and display collected data, from the reciprocal audio and visual transmission device 10, satellite 92 and internet sources 94, for display of integral information to the pilot 100. Note that satellite information may consist of both vessel derived satellite information, including AIS, DGPS and GNSS data, as well as command and control unit information, including satellite (e.g. ORBCOMM, AIS, DGPS and GNSS information) in addition to internet sourced information, encompassing one or more of ORBCOMM, AIS, DGPS and GNSS information) wherein operator 80 created data, vessel collected data, 74 and 76, and command and control data received data, 92, 93, 94, are combined holistically to provide both redundancy and accuracy. Once collected and combined, data is then processed through both video processor module 102 and audio processor module 104 to provide a complete, real-time representation of a vessel within a navigable waterway. Specifically, video monitor 106 displays first person feed from first person camera 30, video monitor 108 provides a telemetry display (including functional data of the performance of a vessel), video monitor 112 relays a coastline image of a navigable waterway, and video monitor 114, for AIS (automatic identification system) display, wherein an automatic tracking system uses transponders and VTS (VESSEL TRAFFIC SYSTEM) to identify a vessels position, direction and speed via terrestrial base stations or satellite monitoring whereby vessels can see, and be seen by, other vessels.

Received video input from monitors 106, 108, 112 and 114, transmitted from wearable unit 10 from operator 80 is incorporated with audio data, from microphone 20 and/or two-way hand- held device 17, and received by direct and ambient sound from headset and microphone combination 105, can be utilized to analyze and evaluate received data directly from a vessel and exteriorly derived sources (satellite receiver 92 and internet link 94 sources) wherein all received data may be combined and applied in a complementary fashion to provide a holistic view of an operable vessel in connection with a navigable waterway. Headset and microphone combination 105’s microphone is then utilized to relay, back to the vessel operator 15, operator 80, verbal instructions.

Once received data has been appropriately examined, valued and analyzed, pilot 100 may then relay appropriate instructions to a vessel operator 15, 80, through an audio relay (e.g. microphone in headset 105), across communications module 98, through telecommunications link 85 to telecommunications link 78 and through communications link 72, via audio signal link 66, to headphones 50. Alternatively, or complimentary, pilot 100 may also use the integrated communication conduits of both satellite 92 and internet 94, individually or in combination with the present invention, to receive and transmit instructional data (in addition to the receipt of data) across device established and/or existing data communications links. Operator 15, 80 may as well use external links in the form of satellite, internet or a combination thereof, to communicate with pilot 100, singularly or in combination with the telecommunications links of the present invention. Alternatively, the present system may use existing vessel communication links, device established communications links or adaptable satellite and/or internet links, or a combination thereof as a means to establish redundancy, decrease latency, develop alternative communication routes or a back-up system of communications - all in an effort to provide continuous communication and avoid disruptions. The connection of pilot 100 to operator 15, 80 is a bi-directional, reciprocal feedback loop whereby input from operator 15, 80 is transferred to pilot 100, pilot 100 then processes and analyzes the input and provides corrective measures to the operator 15, 80. The feedback from the operator 15, 80 and measures undertaken by the operator 15, 80, in light of the corrective measures conveyed to the operator 80 and action taken, creates a new set of parameters by which data and inputs change and navigation instructions change accordingly. Finally, FIG. 7 illustrates the three basic components comprising the present invention 10: (1) helmet 12, (2) Quick Connector Connection for Audio 60 (as well as Video and Camera Signal and Power Cable 61) and (3) portable storage unit 70 which may be further augmented with either a ‘Walkie-talkie’ Communication Device 17 (See FIGS. 4, 5 and 7), a microphone 20 (See FIGS. 2 and 3) or a combination thereof for operator 15 communications with the surrogate pilot 100.

Data signals (e.g. bidirectional audio signal 66 and unidirectional video signals 62 and 64) from helmet 12, through cables 60, 61 and into portable storage container 70 (into operations communication unit 72 and telco link 78) may then be transmitted to pilot 100, via telecommunications channel 90 to the telecommunications link 85, pilot communications module 98 in command and control home base 95, through transmittance and reception antenna 71 (which may also receive audio signals from pilot 100 to operator 15, 80) affixed to portable storage container 70. Once received by pilot communications module 98, video signals 62 and 64 are processed by video processor module 102 for ultimate display on screens 106, 108, 112, and 114. Audio signals 66 received from operator 80 in pilot’s communications module 98 are processed by audio processor module 104 for reception by pilot 100 through Direct and Ambient Sound Head Unit with Microphone 105. Audio feed is then transmitted back through the audio processor module 104 to pilot’s communications module, telco 85-telecommunications channel 90-telco link 78 relay, through the operator 80 operations communications unit and to headset 50 of helmet 12.

Expressly, these three primary components may be packaged separately as (a) a helmet 12, connector cables 60, 61 and portable storage unit 70, (b) as a whole unit or (c) in any combination thereof. The portable storage unit (e.g. wearable backpack) 70 itself can be utilized to contain the operations control unit 72, battery 77, telecommunications link 78 as well as the A/S plug receiver 74 and the DGPS/GNSS receiver 76. The portable storage container 70 is made to house both a communications unit 72 and power supply 77 as well as exteriorly mounted transmittance and reception antennas 71. The communications unit 72 receives data from helmet 12, A/S plug receiver 74 and the DGPS/GNSS receiver 76 where the operations communications unit 72 operates in data reception, collection, processing and transmittance (from headset, press to talk 50, first person camera 30 and stereoscopic cameras 40), via telecommunications links 78, 85 and telecommunications channel 90, to command and control unit 95 for ultimate transference to the remote pilot 100 (via displays 106, 108, 112, and 114 and headset 105). The power supply within portable storage container 70 is in the form of a battery 77 which supplies power to helmet 12, communications unit 72 and telecommunications link 78. Said battery 77 may be either primary cells (i.e. non-rechargeable batteries), secondary cells (i.e. rechargeable batteries) or a combination thereof. It is to be noted that cables 60 and 61 may be connected to either batter power 77 or the power supply used by the operator’s 15, 80 vessel through a quick connector, alternatively or in a combination, that insures that a loss of power will not occur and that batteries remain charged. Further, battery 77 may exhibit a functionality that allows for a quick connector to be inserted into battery 77 and utilize the power supply of the vessel (not shown) for charging.

The particular embodiments disclosed are merely illustrative, which may be apparent to those having skill in the art that may be modified in diverse but equivalent manners. It is therefore contemplated that these particular embodiments may be altered and modified and that all such alterations are considered within the design and considerations of inventors of the present application. And while these illustrations are of a limited number set, it is clear that the invention itself is mutable to any number of arrangements, configurations and modifications without departing from the invention’s spirit thereof.

Claims

We Claim:

1. The method of providing remote assistance navigation to a vessel’s operator via a bidirectional and reciprocal audio and unidirectional visual transmission device through the following steps: collecting video data from video cameras affixed to an operator’s helmet; collecting audio data from a microphone attached to an operator’s helmet; relaying collected video data signals and collected audio data signals to an operator’s communications unit; relaying to and collecting automatic identification system (AIS) data and differential global positioning system (DGPS) data and/or Global Navigation

Satellite System (GNSS) data in an operator’s communications unit; simultaneously transmitting collected data from an operator’s communications unit to a command and control’s communication module via reciprocating telecommunications links and a communications channel; collected data comprising: video data, audio data, AIS data, DGPS data, GNSS data or a combination thereof; collecting, via a pilot communication module (1) collected data from operator’s communications module and data received from exogenous sources; collected data received from exogenous sources comprising: satellite ORBCOMM data and internet data; processing video data through a video processor module and processing audio data through an audio processor module; presenting video data, vessel received data, exogenously derived data and/or audio data to a remote pilot; interpreting and assessing, by said remote pilot, received information; relaying of assessed information from said pilot to said operator through audio transmission verbal instructions; and relaying bi-directional communications from pilot to operator and operator to pilot resulting in the navigation of a vessel.

2. The method of claim 1, wherein said AIS information may be received through an AIS receiver plug and DGPS and GNSS may be received by a DGOS/GNSS receiver and collected in said operator’s communication unit.

3. The method of claim 1, wherein a battery is utilized to power said helmet, said communications unit and said telecommunications link.

4. The method of claim 3, wherein the operator may utilize the power of the vessel to provide power to said battery and/or operator may use a vessels power source to provide power to the helmet, communications unit and telecommunications link alternatively or directly.

5. The method of claim 1, wherein said pilot communications module may be powered by battery, a land-based power source or a combination thereof.

6. The method of claim 1, wherein communications between said operator and said pilot may utilize one or more of telecommunication channels (1) 5g, 4g, 3g, (2) Wi-Fi, (3) vhf, (4) uhf, (5) existing vessel and command communications channels, (6) device implemented and controlled communications channels, (7) satellite link communications, (8) internet communications or a combination thereof in an effort to increase redundancy, decrease latency, ensure continuous and quality communications, and provide for alternative communications means or a combination thereof.

7. The method of claim 1 , wherein the communication link between the remote equipment and control unit may use (a) the vessel’s own integrated communication and relay system, (b) a self-contained communication system or (c) a combination of both integrated and self-contained communication systems in order to assure the quality of communication channels.

8. An system for the remote assistance navigation from a remote pilot via a bidirectional and reciprocal audio and visual transmission device to a vessel’s operator consisting of the following: a vessel operator; a helmet worn by said vessel operator for the affixing of video collecting apparatuses for the collection of images; a microphone attached to said helmet for the transmission of verbal transmissions and ambient sound from said operator to a remote pilot; earphones attached to said helmet for the reception of instructions; an operator communications unit; said communications unit capable of receiving collected video data, collected audio data and collected vessel data; a command and control unit containing a remote pilot and a communications unit; a telecommunications channel between said operator communications unit and said pilot communications unit for the relay of data from said operator to said communications unit of a command and control center; said command and control unit capable of receiving video and audio transmissions from said operator; said command and control unit capable of receiving, through pilots communications module, exogenous satellite and internet data; said pilot capable of assessing and analyzing processed video and audio data from said vessel operator, navigation data from said vessel and exogenous navigation data from satellite and internet connections; said command and control unit capable combining video data and audio data from said vessel operator, navigation data from said vessel and exogenous navigation data from satellite and internet connections and presenting said data to said remote pilot for collection, review and analysis; said remote pilot having a pilot headset containing a microphone and earphones; and relaying back to the vessel operator, from the remote pilot microphone, through pilot’s communications module to operator’s communications unit and via a telecommunications link, navigation instructions to said operator.

9. The system of claim 8, wherein said vessel operator communications unit is capable of receiving automatic identification system (AIS) data, differential global positioning system (DGPS) data and/or Global Navigation Satellite System (GNSS) data or a combination thereof for transmission to a remote pilot.

10. The system of claim 8 wherein, said command and control center communications module is capable of receiving satellite information, ORBCOMM information, internet data, up to and including automatic identification system (AIS) data, differential global positioning system (DGPS) data and/or Global Navigation Satellite System (GNSS) data, or a combination thereof;

11. The system of claim 8 wherein video and audio data received from operator’s communications unit by pilots communications module is processed through a video processor and audio processor, respectively.

12. The system of claim 8 wherein said pilot is capable of combining transmitted operator data, vessel data, received directly and exogenously, satellite data and internet data for display onto one to a plurality of visual displays.

13. The system of claim 12, wherein said visual displays may exhibit a first person, operator generated view, a telemetry view, coastline image, automatic identification system information, differential global positioning system (DGPS) data and/or Global Navigation Satellite System (GNSS) data, or a combination thereof.

14. The system of claim 8, wherein transmissions between a bidirectional and reciprocal audio and visual transmission device and a remote pilot containing command center utilizes (1) 5g, 4g, 3g, (2) Wi-Fi, (3) vhf, (4) uhf, (5) existing vessel and command communications channels, (6) device implemented and controlled communications channels, (7) satellite link communications, (8) internet communications or a combination thereof in an effort to increase redundancy, decrease latency, ensure continuous and quality communications, and provide for alternative communications means or a combination thereof.

15. An apparatus for bidirectional and reciprocal audio and unidirectional video transmission to between a vessel operator and a remote pilot worn by a vessel operator, consisting of: a helmet worn by said vessel operator; said helmet supporting attachment of video data collecting apparatuses for the collection and transmission of images; said helmet supporting attachment of operator headphones for receipt of audio transmissions; said helmet supporting attachment of a microphone for the transmission of verbal data and ambient sound from said operator to said remote pilot; a portable storage container; said portable storage container containing a communications processor, a GOS/GNSS receiver, a vessels compatible AIS (Automatic Identification System) Plug signal receiver, a satellite and/or broadband telecommunications link and self-contained battery; said portable storage container capable of data collection and data transmittance; said portable storage container supplying power to both said helmet and said communications processor, said GOS/GNSS receiver, said vessels compatible AIS

(Automatic Identification System) Plug signal receiver, said satellite and/or broadband telecommunications link ; and a connection between said helmet and said portable storage container; said connection between said helmet and said portable storage container supporting audio and video data transfer from operator helmet, to operator portable storage container and to remote pilot; said connection between said helmet and said portable storage container supporting receipt and transmission of audio data from remote pilot to said operator.

16. The apparatus in claim 15 wherein operator video and audio data are collected and transmitted to a remote pilot and wherein said data is collected, processed and reviewed by said remote pilot.

17. The apparatus in claim 16 wherein once the video and audio data is collected, processed, received and reviewed by said remote pilot, said remote pilot relays guidance and navigation information back to said operator aurally, visually or a combination thereof.

18. The apparatus in claim 17 wherein said vessel operator communications unit is capable of receiving automatic identification system (AIS) data, differential global positioning system (DGPS) data and/or Global Navigation Satellite System (GNSS) data, or a combination thereof, for transmission to a remote pilot and said remote pilot is capable of receiving satellite information, ORBCOMM information, internet data, up to and including automatic identification system (AIS) data, differential global positioning system (DGPS) data and/or Global Navigation Satellite System (GNSS) data, or a combination thereof, to inform both the operator’s and remote pilots navigational decisions.

19. The apparatus of claim 17 wherein transmissions between a bidirectional and reciprocal audio and visual transmission device and a remote pilot containing command center utilizes (1) 5g, 4g, 3g, (2) Wi-Fi, (3) vhf, (4) uhf, (5) existing vessel and command communications channels, (6) device implemented and controlled communications channels, (7) satellite link communications, (8) internet communications or a combination thereof in an effort to increase redundancy, decrease latency, ensure continuous and quality communications, and provide for alternative communications means or a combination thereof.