Electronic Chart Display & Information System Research Articles

Celestial Navigation as the Emergency GNSS Backup: Enhancing Navigational Reliability

The development of Global Navigational Satellite Systems (GNSS) has revolutionised navigation on ships. GNSS, together with electronic chart display information system (ECDIS), has made navigation more accurate, efficient, and safer for sailors. However GNSS signals can be affected by various factors such as spoofing, jamming, ionospheric disturbances etc., while no backup means of position fixing in the open sea are available on board ships. Over-reliance on GNSS without the development of an alternative backup will jeopardise safe navigation of ships. However, most of the alternatives available are either complicated or expensive. By changing certain regulations and further development celestial navigation, a reliable and cost-effective backup system can be obtained.

A study of S-100 based product specifications from a software implementation point of view: focusing on data model representation, similar features and symbols, and ECDIS and VTS software

AbstractE-navigation provides the opportunity to apply modern digital and other electronic enhancements to improve the safety and efficiency of maritime navigation. Under the broad banner of e-navigation, the International Hydrographic Organization's S-100 product specification framework is facilitating the establishment of a standard maritime data structure to enable a free-flowing exchange of navigation information between ships, ship-to-shore and shore-to-ship. There are currently over 30 S-100 based product specifications at various stages of development. For the data standard to be properly used, navigation software products must be capable of reading as well as comprehending the data format and content. To develop robust and stable software, the S-100 data models and product specifications must be consistent, accurate and interoperable in conveying various types of information. This paper describes the results of research on S-100 based product specifications from the viewpoint of developing maritime navigation software. In particular, issues related to software development for Electronic Chart Display Information System (ECDIS) and Vessel Traffic Service (VTS) are discussed, including appropriate data model analysis, processing of features, and symbols overlapping with other product specifications. Proposed solutions for some identified issues are presented.

Chemical and Physical Activation Using a Microwave to Increase the Ability of Activated Carbon to Adsorb Dye Waste

This study aims to develop an android-based application to calculate the amount of fuel adjusted to the distance and speed of the ship based on the trajectory (way point). The calculation of distance in this application uses the concept of a spherical triangle which is used in voyage navigation. This development adopts the Waterfall model with the stages of Requirement Engineering, Design and implementation, Testing, Release and Maintenance. At the product review stage, it involves software experts (to provide criticism and suggestions for improvement), then testing is carried out by comparing the results of calculations using applications with manual calculations and ECDIS (electronic Chart Display Information System). The test results show that there is no significant difference between the results of calculations using the application with manual calculations and ECDIS. Thus, this application can be used to calculate the amount of fuel needed according to the distance traveled and the speed of the ship based on the selected trajectory.

Development of Fuel Calculation Applications Android Based for Ship Operations

This study aims to develop an android-based application to calculate the amount of fuel adjusted to the distance and speed of the ship based on the trajectory (way point). The calculation of distance in this application uses the concept of a spherical triangle which is used in voyage navigation. This development adopts the Waterfall model with the stages of Requirement Engineering, Design and implementation, Testing, Release and Maintenance. At the product review stage, it involves software experts (to provide criticism and suggestions for improvement), then testing is carried out by comparing the results of calculations using applications with manual calculations and ECDIS (electronic Chart Display Information System). The test results show that there is no significant difference between the results of calculations using the application with manual calculations and ECDIS. Thus, this application can be used to calculate the amount of fuel needed according to the distance traveled and the speed of the ship based on the selected trajectory.

Impact of Spoofing of Navigation Systems on Maritime Situational Awareness

The development of contemporary navigation and positioning systems have significantly improved reliability and speeds in maritime navigation. At the same time, the vulnerabilities of these systems to cyber threats represent a remarkable issue to the safety of navigation. Therefore, the maritime community has raised the question of cybersecurity of navigation systems in recent years. This paper aims to analyse the vulnerabilities of the Global Navigation Satellite System (GNSS), Electronic Chart Display Information System (ECDIS) and Automatic Identification System (AIS). The concepts of these systems were developed at a time when cybersecurity issues have not been among the top priorities. Open broadcasts, the absence of or limited existence of data encryption and authentication can be considered as their primary security weaknesses. Therefore, these systems are vulnerable to cyber-attacks. The GPS as the data source of a ship’s position can relatively easily be jammed and/or spoofed, increasing the vulnerabilities of ECDIS and AIS. A systematic literature review was conducted for this article, supplemented by a SWOT analysis of the AIS service and particular case studies of recent cyber-attacks on these systems. The analysis of selected case studies confirmed that these systems could easily be spoofed and become a subject of data manipulation with significant consequences for the safety of navigation. The paper provides conclusions and recommendations highlighting the necessity for the users to be aware of the vulnerabilities of modern navigation systems.

Maritime Aerial Surveillance: Integration Manual Identification System to Automatic Identification System

Indonesia has an almost 100,000 km coastline with a very busy shipping and maritime activity. To regulate ship traffic, the government relies on Vessel Traffic Service (VTS) and Automatic Identification System (AIS). VTS functions like Air Traffic Control (ATC) in commercial flight traffic control, which relies on radio conversations to communicate between VTS officers and the ship’s captain. While AIS uses transponders mounted on ships to send ship position data which are then displayed virtually in the form of ship icons. However, both VTS and AIS do not display the real picture of the ship’s description. VTS, AIS Receiver and Electronic Chart Display Information System (ECDIS only presented the ship’s movement through radio voice and the ship’s icon on the monitor. With Reporting Interval from 2 seconds until 180 seconds. It is because AIS is designated to send data every 2 – 180 seconds depending on vessel moving status. But within the reporting interval 180 seconds, the condition of the ship can change a lot. This is the motivation of this paper was written to propose monitoring vessel traffic through an aerial flying camera that can monitor real ships with cinematic class video quality in real-time because the video latency can be achieved faster than 10 milliseconds. The research is conduct by simultaneous monitoring the marine traffic through web and launching the flying camera at the same time and place. And the results is very surprises, because many ship found not AIS detected compare to flying camera results video.

Shipping 4.0: Security Requirements for the Cyber-Enabled Ship

The cyber-enabled ship (C-ES) is either an autonomous or a remotely controlled vessel which relies on interconnected cyber physical-systems for its operations. Such systems are not well protected against cyberattacks. Considering the criticality of the functions that such systems provide, it is important to address their security challenges, thereby ensuring the ship's safe voyage. In this article, we leverage the maritime architectural framework reference architecture to analyze and describe the environment of the C-ES. We then apply the Secure Tropos methodology to systematically elicit the security requirements of the three most vulnerable cyber–physical systems (CPSs) onboard a C-ES, namely the automatic identification system (AIS), the electronic chart display information system, and the global maritime distress and safety system. The outcome is a set of cyber-security requirements for the C-ES ecosystem in general and these systems in particular.

Design of Marine Transportation Facilities Alarm System and Integrated Protocol

Electronic Chart Display & Information System(ECDIS) is has a limitation in expressing various navigational route data and falls short of productivity as it had been frozen to prevent from being changed for a long time. Also, it cannot satisfy requirements for high tech such as lattice structure data and time series information. The current sea route sign system based on an electronic marine chart only has a data manufacture specification for uses at ECDIS. Therefore, it has a limitation in expressing various sea route data and falls short of productivity as it is frozen to prevent being changed for a long time. Also, it cannot satisfy requirements from high tech such as lattice structure data and time series information. Currently, although it builds each independent operation system based S-57, it has been found that it is the most important requirement from consumers that the entire monitoring system can mutually interwork by standardizing and uniting formats of all protocols. In addition, current status information and alarm system is using Automatic Identification System(AIS), Trunked Radio Service(TRS), Wideband Code Division Multiple Access(WCDMA) telecommunication and processing all the data after saving it into each different server. In this thesis, we will realize the status information and alarm system of Marine transportation facilities which is a sea route sign system based on S-63 electronic marine chart, S/W, after uniting each different protocol and making combined system.

Survey and Analysis of User Opinion for the Review and Modernization of GMDSS and Implementation of e-Navigation

Global Maritime Distress and Safety System (GMDSS) equipment and Electronic Chart Display & Information System (ECDIS) are typical equipment which help seafarers to obtain information for ship`s safe navigation. In this study, a survey on using of GMDSS equipment and ECDIS was conducted on a total of 260 ship masters and crew who have been working on ocean-going vessels. The subjects were asked about the usage, and level and reason of satisfaction or dissatisfaction of GMDSS equipment and ECDIS, the leading navigational system from which they receive information. The survey showed that the third- and fourth-most frequently used equipment, MF/HF and INMARSAT (telex), were deemed to be the second- and third-most useless equipment. It means that the frequency of device usage is not proportionate to the level of navigational safety. Especially, `ease of device use (42.3%)` and `necessity of the provided information (50%)` were highlighted as factors increasing the level of satisfaction with the system. The survey result shows that ship safety cannot be realized by only adopting advanced systems, technology and services. It emphasizes the need to consider the level of `accessibility and appropriateness of the information` and `ease of device use`. Discussions implemented by the IMO on various policies and regulations are aimed at securing ship safety. In order to achieve the goal, such institutions should be validated by end-users and relevant studies should be conducted.

Route planning and cost analysis for travelling through the Arctic Northeast Passage using public 3D GIS

To plan undeveloped optimal routes between Asia and Europe via the Arctic Northeast Passages using a 3D geographic information system (GIS), voyage paths are simulated in a 3D visual form. This ensures that the distances are calculated accurately, and that other voyage data such as water depths, sea ice distribution, and seashore topology are also easily deciphered, giving a more direct and clear demonstration compared to simplified presentations on an Electronic Chart Display & Information System (ECDIS). This article also implements a higher-geometry maze router in ice zone areas to obtain the optimal path in relation to safety and costs. This article compares the optimal Arctic Northeast Passages with traditional routes through the Suez Canal for dynamic analyses of the cost efficiency (including time costs, fuel costs, and other factors) of travel between major ports in Asia and Europe. The average benefit assessment is around 30–45% in a bulk carrier comparison. Thus, a 3D GIS can easily obtain and demonstrate safe navigation routes, providing a very convenient tool for initial planning.

航海者としての自律性の養成-航海術の発達がもたらす規範意識喪失への対応-

The Electronic Chart Display & Information System (ECDIS), whose functions are to display ship's correct positions by global positioning system (GPS), course lines, their records, information from LADAR, ARPA, AIS, on electric charts and others, shall be said as the epoch-making navigational equipment with highly reliable and easy-to-operation, recognized by navigators. However it should be apprehensive that the characteristic of ECDIS may loss navigators' important duty of cares or norm consciousness to keep safe voyages due to it's reliable and handiness. Recently, it could be said to show a marked tendency that victims and their parties committed by illegal acts strongly demand sincere apologies over legal reparation to offenders at several law cases. Victims' demands must be not only apologies but also explanations for understanding of causes or reasons in accidents. Navigators could confront to the above demands as a litigant at maritime accidents, so that they must do sincere actions which shall be established by navigators' autonomy to realize and behave duty of cares or norm consciousness. The objective of these papers is to examine how to cultivate navigators' autonomy against the above problems due to navigational equipment developed. At first, it is explained that functions of ECDIS may make navigator's excessive trust in the equipment and make the said duties lost from navigators. Next, the author should say the navigators' important accountability against legal and moral liabilities, and try to present ideas, applied ethics and law education for instance, to cultivate their autonomy finally.

전자해도 통합공급서비스 체계구축 연구

전자해도시스템(ECDIS)에서 사용되는 공인 디지털해도인 전자해도는, 최근 2018년까지 국제해사인명안전협약(SOLAS) 선박에 대한 의무탑재가 결정됨에 따라 많은 선박에서 사용되고 있다. 또한, 전자해도는 국제수로기구(IHO)의 간행규정에 따라 각국 수로국이나 공인된 기관에서 간행되므로 공인된 해양지리정보로서 항해목적 이외에도 해양의 다양한 분야에서 사용되고 있다. 그러나, 기본적으로 전자해도는 공인된 ECDIS 장비에서 사용되도록 공급체계가 제시되어 있으며, 또한, IHO의 전자해도 보안표준인 S-63을 적용하여 제공되는 경우가 많으므로 비 항해용 목적의 전자해도 수요에는 효과적으로 대응하지 못하고 있다. 본 논문에서는 기존의 ECDIS에서 사용되는 항해목적의 수요와 비 항해용 수요를 통합적으로 대응할 수 있는 전자해도 통합공급서비스체계에 대한 방안을 제시하며, 제시된 방안을 검증할 수 있는 통합공급시스템의 구현결과를 제시한다. Electronic Navigational Charts(ENCs) are a database for the use of supporting the safety of navigation in marie voyage embedded within the navigational information in the Electronic Chart Display & Information System(ECDIS). Recently IMO made a decision on the mandatory equipment resolution of ECDIS for the international SOLAS vessels until 2018. With this regulation intention together the spontaneous uses from the wide range of marine applications are accelerating the increasing demand for ENCs at both of the navigational purpose and the non-navigational purpose. But there seems to be not enough guidelines or systematic approach for the service of the non navigational purpose. This paper deals with ENCs distribution issues. We present a integrated solution for the ENCs service of both user domains and also demonstrate the implemented results.

New structure of Sailing Directions

Charts, Sailing Directions (SDs) and other nautical publications constitute an information unit for the mariner. All relevant charts and publications together provide the mariner with an overview of a particular sea area. SDs are publications for voyage planning rather than for direct navigation. These days, the Electronic Chart Display Information System (ECDIS) is on the way to become a digital information system, which should comprise all information relevant for the mariner. Therefore, the integration of Sailing Directions information into the present ECDIS is necessary to obtain a comprehensive ECDIS, which makes conventional SDs and other publications superfluous. The advantages of integrating SDs information into ENCs are quite clear. The mariner is no longer obliged to collect the required information from different sources or from different parts of a source. SDs information will be updated regularly by HOs, minimising manual corrections. General information, which is now provided by several HOs separately, could be handled (updated) by one central responsible agency, while delays in providing updates caused by translation times, postal delivery etc. could be avoided. As an initiative, this article describes Based on this state of the art, this paper

The real-time display algorithm of objects in seabed

Three-dimension electronic chart display information system (ECDIS) is one of the new developing directions of electronic navigation chart, and its real-time quality is one of the important requirements. In this paper the algorithm of simplifying triangle surface using edge contraction, which can ensure the real-time display of objects in seabed environment, was put forward. The optimum contraction point was determined by the Lagrange matrix, so that the algorithm ensures that the contraction point locates on the original model, meanwhile meets the demands of least deviation. This algorithm can improve the plotting speed, and preserve the boundary character by using the fewer triangles to simulate objects.

Designing the electronic chart display

AbstractThe Electronic Chart and the Electronic Chart Display Information System are integrating technologies requiring accurate position fixing using GPS, assessment of current sea surface situation using radar and high quality display in map form. The latter aspect is addressed here with an emphasis on operational requirements for such shipboard cartography including colour and symbolisation.

Voyage Planning and Track Keeping with Paper and Electronic Charts: A Case Study of Maritime Navigation Tasks

Enhancements in shipboard automation offer the prospect of crew size reductions for navigation tasks. This work was concerned with comparing the structure of navigation tasks using paper charts with the same tasks accomplished using an electronic chart display information system (ECDIS). Voyage planning with paper charts is based on drawing specific voyage segments, measuring distances between waypoints, and annotating the chart with voyage specific information. These tasks change substantially with electronic charts, particularly in terms of how the task is accomplished. Similarly, the manual activities of track keeping are reduced, but the need for a continuous record maintains the use of the paper chart. For both navigation tasks, there is less ability to visualize geographic features continuously with electronic charts because of the keyhole effect created by a CRT display. It is concluded that the design of automated navigation aids should be based not only on the informational aspects of task performance, but also the functional means by which navigators carry out their tasks with conventional technologies such as paper charts.

Electronic Charts in the Nineties

Electronic charts rely on the microprocessor, GPS or Loran, and radar. The electronic chart is a legal document; the administrative and legal factors involved in its development must be described, along with technical improvements. Provisional standards are expected to become final in 1993. Radar improves the Electronic Chart Display Information System (ECDIS) by showing images of vessels or objects in or near own ship, displaying collision possibilities, and confirming the accuracy of the positioning system. Electronic charts can be updated by radio so that ships entering harbors can have an up-to-date chart. ECDIS displays are similar to Vessel Traffic System displays, easing the problems of attaining ship control in harbors. ECDIS sea trials are continuing, with a major project to get under way in the United States. ECDIS will probably be a building block towards an integrated navigation system, with equipment carriage becoming mandatory.