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In terms of the significance of incorporating smart techniques into large river navigation systems to increase inland navigation competitiveness, this article introduces the development of smart River Information Services (RIS) in Egypt based on smart information and communication technologies as real-time tracking systems, Open Geographic Information Systems, and Nile River Information Systems, as well as proposes measures to tackle the challenges that may be faced, compared with experiences and knowledge of RIS in large river smart navigation systems. This comparison creates new frameworks for the future development of using smart technology in inland waterways in Egypt. It could be concluded that advanced navigation technologies and infrastructures are still being developed in Egypt and are not yet available. Almost all of Egypt's Vessel Traffic Services station equipment and applications are imported from Europe. Undoubtedly, there will be at least a 5- to 10-year time lag for Egypt to develop independent RIS to its full extent. It is necessary to keep good cooperation with the European and Chinese inland sector and refer to their experience and knowledge. HIGHLIGHTS Introduce development of Smart River Information Services (RIS) in Egypt based on smart information and communication technology.; Propose measures to tackle challenges that may be faced, compared with experience and knowledge of RIS in large river smart navigation systems.; Analyze the use of smart technologies and Geographic Information Systems in management of large river navigation system concepts as well as establish a structure to enlighten future research on its implementation along Nile River in Egypt.;

ObjectiveAiming at the area coverage problem of multiple autonomous surface vehicles (ASVs), this paper investigates a coverage path planning (CPP) strategy based on an electronic chart display and information system (ECDIS). MethodFirst, according to the information of sea, land and water depth from ECDIS, an environmental model for the area coverage of ASVs is established based on the grid method. Second, an area division method based on the roulette wheel selection method is proposed to solve the problem of irregular area division in divided areas based on the robots' initial position method, and achieve the reasonable area division of ASVs in the grid map. Finally, a template-based area coverage path planning method is proposed to solve the problem of generating too many turns in paths generated by the spanning tree coverage agorithm.ResultsA human-machine interactive simulation platform for ASVs based on ECDIS is established to verify the effectiveness of the proposed area coverage path planning method based on the roulette wheel method and template method in optimizing the number of turns in the planning path. ConclusionThe proposed area coverage path planning method for ASVs based on ECDIS can be used to achieve coverage path planning in target mission areas at sea.

This article is a review of publications on maritime cybersecurity with the focus made on navigation support. Cyber threats to electronic chart display and information system (ECDIS), automatic identification system (AIS), voyage data recorder (VDR), and integrated navigation system (INS) as a whole are considered. The specific features of cybersecurity of maritime autonomous surface ships (MASS) as well as the impact of the human factor on cybersecurity are discussed, and the regulatory framework for preventing cyber threats is analyzed. [ABSTRACT FROM AUTHOR]

Maritime transport has a significant share in world trade. The unsafe operation of ships causes loss of life, loss of cargo, and marine environmental pollution. Commercial ships are equipped with advanced types of equipment. The nautical charts as aids to navigation are used on commercial ships to navigate safely between ports. The officer of the watch can see the risks in the navigation area by checking these charts. The risks indicated on the chart should be taken into account during the navigation of ships, and if the correct calculations are not made, serious accidents may occur. These calculations are based on both sufficient maritime experience and knowledge. This research studied the category zone of confidence (CATZOC) areas in ECDIS on ships, the limitations of the system, and their solutions. Recommendations received from experts for the solutions to the identified problems were determined and explained according to the priorities with the Fuzzy Analytical Hierarchy Process (FAHP) method. [ABSTRACT FROM AUTHOR]

Effective management of the electronic nautical charts (ENCs) preparation process using the electronic chart display and information system (ECDIS) is crucial to ensure the safety of ships. Delays or failures in this process can prevent the creation of a safe voyage plan and result in delays or maritime accidents, which may damage a company’s reputation. To identify risk factors causing such issues, the quadratic mean method-based Fuzzy Analytical Hierarchy Process was used to weigh and determine the most prominent ones. Additionally, the study proposes specific solutions to eliminate each risk factor. The study’s outputs are expected to improve the management of ENC preparation, which is a frequent task for ships using electronic navigation.

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The present work is focused on analyzing how e-navigation will affect the daily work of seafarers involved in bridge-related operations. Within e-navigation, the International Hydrographic Organization (IHO) is currently working in the development of the new standard (S-100) whose role is to guarantee a homogeneous management of the maritime domain data. S-100 is called to act as the Common Maritime Data Structure (CMDS), it represents the technical framework required to guarantee a wider and better use of maritime data. The mission of the standard is to create a common foundation that can be used for multiple purposes; meteorologists, physicists, and whoever is interested in developing maritime related products will refer to the same standard. Not having a homogeneous type of data processed with standardized procedures will allow a better combination and processing of maritime data. Considering the perspective of Hydrographic Offices, the objective of the present document is to analyze the impact which e-navigation will have over seafarers. The study is focused on the evaluation of the risks connected to S-100-based products and on the analysis of specific bridge operations. Considering that e-navigation products are still at their design phase, being aware of the consequences for the final users is essential to make S-100-based products more customer oriented and to allow seafarers who are involved in bridge operations to get familiar with this new technology. [ABSTRACT FROM AUTHOR]

The main purpose of dredging is to maintain the required depth of harbors and marine and inland waterways. Any investment work in port infrastructure should be planned in such a way as to minimize interference with the port operations and vessel traffic. The research aims to analyze work scenarios involving a proposed dredging fleet using a Navi-Trainer Professional 5000 navigational and maneuvering simulator connected to the Transas Navi-Sailor 4000 navigation information system. An analysis performed using these electronic chart display and information system (ECDIS) simulators allows the operational parameters of the dredging project to be determined. These parameters include driving time, time taken to fill a TSHD dredger to full capacity, scale of maneuverability of the dredger within the port area, and determination of the safe distance between dredging vessels and other ships. The proposed solution may be supplemented with additional computer-based programs, providing a valuable tool in the research and monitoring of planned and current dredging projects. [ABSTRACT FROM AUTHOR]

Effective management of the electronic nautical charts (ENCs) preparation process using the electronic chart display and information system (ECDIS) is crucial to ensure the safety of ships. Delays or failures in this process can prevent the creation of a safe voyage plan and result in delays or maritime accidents, which may damage a company's reputation. To identify risk factors causing such issues, the quadratic mean method-based Fuzzy Analytical Hierarchy Process was used to weigh and determine the most prominent ones. Additionally, the study proposes specific solutions to eliminate each risk factor. The study's outputs are expected to improve the management of ENC preparation, which is a frequent task for ships using electronic navigation. [ABSTRACT FROM AUTHOR]

The Zones of Confidence (ZOC) is a composite data quality indicator used in Electronic Navigational Charts. Accident reports show that failing to account for chart data quality can result in maritime accidents and loss of life. ZOC overlays are intended to help mariners in identifying potential seafloor hazards and in plotting routes safe for the vessel, but a major concern with the ZOC concept has been the utilized symbology with glyphs consisting of stars. Due to its recognized deficiencies, star-symbology has been rejected for use with the successor of ZOC, the Quality of Bathymetric Data (QoBD). This work presents a research effort toward a new QoBD representation. We define the requirements for the new coding scheme to be effective and propose two texture schemes incorporating countable elements, one consisting of lines and one of dot clusters. For comparison, we developed three alternative, color-based, coding schemes based on ideas previously expressed in the maritime community. Lastly, we present the design, dissemination, and results of an online user survey carried out to evaluate the five coding schemes. The survey results demonstrate that the proposed textures are the most preferred coding schemes among survey respondents. [ABSTRACT FROM AUTHOR]

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Standards IEC 62288:2014 and MSC.191(79) require information on the displays of shipboard navigation systems to be logically grouped, but only provide limited specification for this 'logical' criterion. Meanwhile, complex interfaces and information overload remain as major design issues, being connected to several maritime accidents. To address this matter, a three-phase study was conducted to develop a pattern to organise essential information on Radar and Electronic Chart Display and Information System (ECDIS) displays and their equivalent modules on integrated navigation systems and integrated bridge systems. The first phase involved identifying the information most essential for safe navigation using cognitive task analyses, equipment performance standards and frequency of use. The second phase involved a card-sorting experiment with seafarers (n = 63) to develop an initial grouping pattern for the identified essential information. The third phase involved validating the initial grouping pattern with a new sample of seafarers (n = 35). The result is a pattern to group 48 types of information on shipboard navigation displays into 13 groups. The paper details the selected methods and the findings, and provides implications for future research. [ABSTRACT FROM AUTHOR]

When conducting accident analysis, the assessment of risk is one of the important links. Moreover, with regards to crew training, risk cognition is also an important training subject. However, most of the existing researches only rely on a single or a few data sources. It is necessary to fuse the collected multi-source data to obtain a more comprehensive risk evaluation model. There are few studies on the three-dimensional (3D) multi-modal data-fusion-based trajectory risk cognition. In this paper, a fuzzy logic-based trajectory risk cognition method is proposed based on multi-model spatial data fusion and accident data mining. First, the necessity of multi-model spatial data fusion is analysed and a data-fusion-based scene map is constructed. Second, a risk cognition model fused by multiple factors, multi-dimensional spatial calculations as well as data mining results is proposed, including a novel ship boundary calculation approach and newly constructed factors. Finally, a radar chart is used to illustrate the risk, and a risk cognition system is developed. Experiment results confirm the effectiveness of the method. It can be applied to train human operators of unmanned ship systems. [ABSTRACT FROM AUTHOR]

Automatic route planning and tracking control are important for unmanned surface vehicles (USVs). This study presents a final-optimized A* (FO A*) algorithm for automatic route planning of USVs and designs a nonlinear tracking controller to ensure that the ship navigates on the route. Ship domain theory is employed in the FO A* algorithm to ensure that the planning route is far from shorelines and reefs. Meanwhile, water depth is used to determine the safety area in the search process. The nonlinear feedback algorithm is also applied to reduce the rudder angle when the ship tracks the planning route in wind and waves. Finally, the proposed algorithms are well validated on the ship-based Electronic Chart Display and Information System (ECDIS). The experiment shows that the FO A* algorithm and the nonlinear tracking controller are effective and deterministic for route planning offline. It can be put into navigation practice, which will make some contribution in accelerating the USV development.

Copyright of Journal of Intelligent Transportation Systems & Applications is the property of Journal of Intelligent Transportation Systems & Applications and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This study proposes a simple method for obtaining a celestial fix, developed within a Geographic Information System (GIS) under the framework of an ECDIS system. The underlying principle is dependent on the most fundamental theory in celestial navigation; the circle of position (COP) of the celestial bodies is plotted to find the fix. Through the spatial data processing, analysis, and visualization capabilities available in GIS, a celestial fix may be obtained directly from plotting. This eliminates the limitations associated with finding the fix manually using a paper map, but also avoids the cumbersome work and inaccuracy of the traditional Intercept Method (IM) or the complicated, and often obscured, computation involved in numerical methods. The proposed method is simple and accurate, and it applies to problems involving two or more celestial bodies and high-altitude observations. It provides a reference for the development of a celestial positioning module in an ECDIS system, and could also be integrated into an educational program on electronic celestial navigation.

With change being the only thing that is constant, modern world is undergoing a disruptive change to many aspects of everyday life. Covering 70% of our planet, oceans and industries connected with them are of no exception. The apparent drive towards autonomization in shipping will not only change the way vessels are navigated, but will affect virtually all services needed for the vessels to be navigated. These include not only the design of ships themselves, training of their crews, remote supervision of onboard processes, but also the extremely important - yet not always appreciated - domain that allows for a safe navigation: maritime hydrography. This paper discusses some insights on how the autonomous vessels and future hydrographers may benefit from each other.

Conducting navigation by using electronic charts is not an option anymore. With few exceptions, vessels shall carry on board electronic navigational charts and Electronic Chart Display and Information Systems. The official electronic charts are issued by or on behalf of the authority of a Government, authorized Hydrographic Office or other relevant government institutions. These nautical charts are compiled from multiple data sources, some modern and very comprehensive, while others older. The accuracy of data, named “Category Zones of Confidence – CATZOC”, differs among various navigation areas. The navigation officers of the watch rely on the chart data to calculate the safety parameters and to plan the route in advance for the intended voyage. The aim of this paper is to emphasize the impact which the data accuracy has on the safety of navigation. For this purpose, a model vessel was considered in a Strait of Dover bridge simulation scenario, assuming good weather conditions without swell or current. The Safety Contour was defined using a mathematical formula which incorporated the under keel clearance, the squat effect and the tide levels. Then, the Safety Contour was examined considering the chart data accuracy. The results of this analysis contribute to increasing awareness and better understanding of CATZOC influences on the identification of safe waters during navigation.

The data analysed in the paper are related to the hydrology of tidal waters at a tidewater glacier terminus. Set of data was collected in the wide span of time from 2009 till 2015 in the Nordaustlandet and Southwest Spitsbergen near various tidal glaciers terminus. The data are related to tidal phenomenon, calving glacier, drifting ice, hydrology of brackish water from ice of glacial origin and theirs consequences on safety of navi-gation. Thus, results of analysis of hydrological data may serve for improvement of safety of maritime transport in polar regions on high latitudes in vicinity of tidewater glaciers. The research work was part of the reconnaissance of hydrological and hydrographic conditions for the needs of other studies. Measurements were taken at the Kamavika inlet leading from the Hans Glacier to-wards Hornsund fjord (Southern Svalbard). Based on above data, the causes of disturbances and errors of hydrographic measurements that may occur in area of occurrence of brackish water layer and their influence on errors of digital information displayed in ECDIS systems as well as prediction of ice conditions and safety of watercrafts in vicinity of glacier terminus and on anchorage were described.

Copyright of Informatica (03505596) is the property of Slovene Society Informatika and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In the maritime transport, the Electronic Chart Display and Information System (ECDIS) has been developed into a complex computer-based ship critical operational technology system, playing central roles in the safe ship navigation and transport. While ECDIS software maintenance is regulated by the International Maritime Organization (IMO) ECDIS performance standards and related circulars, underlying software and hardware arrangements are implemented by ship-owners and supported by ECDIS equipment manufacturers. In this paper, we estimate ECDIS cyber security in order to study the origin of ECDIS cyber security risks. A set of ECDIS systems is examined using an industry-leading vulnerability scanning software tool, and cyber threats regarding the ECDIS backup arrangement, underlying operating system and third party applications are studied.

Electronic chart display and information system (ECDIS) forms the basis of contemporary and future marine e-navigation, track control, and integrated navigation systems, and is a key navigational aid in maritime ship handling simulators. All the ECDIS information is referred to as positioning, navigation, and timing (PNT) data derived from the global navigation satellite system (GNSS) by default. GNSS data fidelity, its representation, and accurate model of error propagation to ship final position are becoming the key factors enabling ship handling simulators to be utilized in navigators' training and research analyses of vessels' maneuvering. This paper presents an advanced stochastic model of GNSS code pseudorange observations and position-fix calculation based on GPS example. It has been developed for simulated GPS shipborne receivers interconnected to the ECDISs in physical and virtual reality ship simulators.

Introduction of the Electronic Chart Display and Information System as the main navigation system on board a ship is one of the most significant developments in the maritime industry in recent years. Training of deck officers for its use is a key element for safe and effective work. According to international requirements, two types of training for covering the system are required – Operational Use of Electronic Chart Display and Information System and Type Specific training. Due to a lack of clear regulations for conducting Type Specific training, the producers apply their own training regulations for issuing certificates. Because of this, many seafarers face problems during their type specific training. The article examines and analyses different practices implemented by the producers regarding their Type Specific training for seafarers, the advantages and disadvantages of the above-mentioned procedures and training centre requirements as well. Examples of incidents resulting from improper use of ECDIS are provided. The authors present their experience as lecturers and instructors at the Nikola Vaptsarov Naval Academy training centre in respect to ECDIS type specific training.

The purpose of this study is to test eye tracking in studying the usability of electronic chart display and information systems (ECDIS), one of the major components of ships' bridge navigation systems. The carriage and adequate use of ECDIS on merchant ships is mandated by international regulations to improve maritime safety. The aim of this study is to test eye tracking as an assessment tool for usability of ECDIS. Eye movement data, collected from experienced port pilots operating on three different models of ECDIS, was analysed for the study. Significant differences were found between time to first fixation measurements among three different ECDIS models, as well as differences in heat map visualisations between the participant port pilots and expert users. The results indicate that eye tracking is an effective tool for assessment of the usability of ECDIS. The study, aiming potentially to improve the effectiveness of bridge navigation systems, proposes the integration of eye tracking in research and development of ECDIS, and contributes scientifically to research on eye tracking in marine transportation. [ABSTRACT FROM AUTHOR]

With the goal of improving the real-time automatic generation of water routes and obtaining the optimal water routes, the study is based on automatic identification system (AIS) big data and electronic chart display and information system (ECDIS) water route automatic generation. The parallel AIS data processing technology of the distributed storage system is selected to realize the AIS big data processing that is automatically generated by the water route, the geodetic coordinates of the AIS information after the big data processing are transformed to Mercator projection, and the obtained Mercator coordinates are converted to the latitude and longitude of the sampling point to obtain the final sampling point. The Douglas-Peucker algorithm is selected to compress the sampling points and select the turning points from the compressed sampling points according to the fixed threshold set. The connection of the obtained turning points is the automatically generated initial water route. The ECDIS electronic chart is used to detect the generated route, and the final feasible route is the generated final water route. The experimental results show that the automatically generated water route mileage of this method is shorter, and the automatic generation time is within 300 ms, which has higher water route generation efficiency. [ABSTRACT FROM AUTHOR]

Introduction of the Electronic Chart Display and Information System as the main navigation system on board a ship is one of the most significant developments in the maritime industry in recent years. Training of deck officers for its use is a key element for safe and effective work. According to international requirements, two types of training for covering the system are required - Operational Use of Electronic Chart Display and Information System and Type Specific training. Due to a lack of clear regulations for conducting Type Specific training, the producers apply their own training regulations for issuing certificates. Because of this, many seafarers face problems during their type specific training. The article examines and analyses different practices implemented by the producers regarding their Type Specific training for seafarers, the advantages and disadvantages of the above-mentioned procedures and training centre requirements as well. Examples of incidents resulting from improper use of ECDIS are provided. The authors present their experience as lecturers and instructors at the Nikola Vaptsarov Naval Academy training centre in respect to ECDIS type specific training. [ABSTRACT FROM AUTHOR]

Along with the development of ship navigational equipment, ship operators have to process a larger amount of information than before and be exposed to more alarm sounds. These ships’ bridge environment increases burdens to ship operators. One of the methods proposed to solve this problem is the audible voice alarm method. However, there is a lack of studies that objectively prove the efficacy of the method. Therefore, in this study, a comparative experiment was performed to confirm the effect by applying the method to an electronic chart display and information system (ECDIS), a representative navigation instrument. We analyzed collected data according to a data-driven process and confirmed the difference between a traditional alarm method and the audible voice alarm method by distinguishing groups through clustering.

This study introduces an assessment concerning the use of Electronic Chart Display and Information System (ECDIS) in the safe navigation of vessels by considering the case studies whether the device played a role in grounding accidents. A total 80 investigation reports of grounding accidents from 2008 to 2018 were analysed. In 22 cases, one or more findings related to ECDIS and Electronic Navigational Charts (ENC) were identified. Twenty two accidents related to ECDIS or ENCs were re-analysed with 4M Overturned Pyramid (MOP) model to determine the characteristics and causes of accidents. Causative factors that related ECDIS in the cases have been listed and explained. Results indicate that ECDIS-related procedures and lack of training have led to incorrect settings of the device, especially alarm settings. The recommendations have been arranged that ECDIS devices, which offer much considerable information for the safe navigation of ships, are able to work more efficiently. [ABSTRACT FROM AUTHOR]

The subject of this paper is to analyze comparative two maritime routes planned different for a ship that carry cargo from the United Kingdom to the Norton Sound, (63o 48’N / 161o21’W). The route are analyzed separately as a result of the evolution of the thermal regime, the ice in the last ten years in the area of North America and the impact of ice caps, from the perspective of total distance and opportunity of navigation. Take into consideration all three possible routes on this date, only the north-west route was included in this comparative analysis. The results presents a difference of 6070 Nm between the classic route (using Panama Channel) and the route through north-west passage, in safety condition. [ABSTRACT FROM AUTHOR]

An accident that may occur during maritime transport has substantially tangible, intangible, and environmental consequences. Approximately 85% of accidents at sea depend on human and communication factors. Therefore, it is expected to prevent adverse events in advance and to determine the procedures to be followed with simulator trainings before navigation at sea. National and international agreements set a standard for seafarers' education programs. The use of the simulator is recommended according to the Standards of Training, Certification and Watchkeeping for Seafarers (STCW) for maritime training, which is in accordance with international standards. These training programs should be designed to improve seafarers' ability in order to make accurate decisions, think quickly, and find solutions. Developments in the field of technology have enabled a wide range of simulation applications in electronic devices. The studies have shown that the professional knowledge of students has been increased with simulator-based education in many professions. This article presents a comparison that was made between simulation training and theoretical education. Two hundred surveys were conducted for 100 maritime students who received Electronic Chart Display and Information System (ECDIS) simulation training. It is aimed to measure the effect of ECDIS computer simulators on educational efficiency and suggest the use of simulators for the training of maritime students. [ABSTRACT FROM AUTHOR]

Navigational information is of great significance to the safety of maritime navigation. To better guarantee navigator safety and improve navigation efficiency, an applied model of geographic information services (GI services) that consists of an operational architecture, several subsystems and multiple GI services is presented. This work is an e-navigation testbed that follows e-navigation technical architecture and integrates a large amount of navigation-related resources. Real-time, location-based and on-demand digital navigational information can be exchanged and applied in a standardised way. An experiment conducted in the Pearl River Estuary area of the South China Sea showed that application of GI services in e-navigation can supplement the existing methods of exchanging navigational information and better assist navigators in decision making. Furthermore, the proposed model is adaptable and could be easily applied in other areas. [ABSTRACT FROM AUTHOR]

The Electronic Chart Display and Information System (ECDIS) plays a central role in safe navigation of ships. The ECDIS is basically a software package running on a general operating system that could be comprised of the third-party components. This paper presents an analysis of cyber security weaknesses of a shipboard ECDIS raising from the ECDIS software's third-party components. The analysis is based on the cyber security testing of the shipboard ECDIS using an industry vulnerability scanner. Detected vulnerabilities are analysed regarding the protection measures implemented on the ship. The results suggest that even the type approved ECDIS system with maintained ECDIS software and the underlying operating system could be vulnerable due to weaknesses in the ECDIS software's third-party components. [ABSTRACT FROM AUTHOR]

Background: In confined waters, ships run a high risk of groundings, contact, sinkings and near misses. In such waters the maritime traffic is dense, the waterway is narrow, the depth is limited, and tides and currents are constantly changing., Materials and Methods: From 2009-2019, 75 accidents were investigated in the estuary of the Seine. Weather conditions and perceived fatigue were studied. From May to June 2020, 114 seafarers, 34 pilots and 80 captains, responded to a questionnaire focusing on the use of Pilot Portable Units (PPU) and Electronic Chart Display Information Systems (ECDIS)., Results: The 75 accidents corresponded to an average of 6.8 ± 3.2 accidents per year. Groundings were the most frequent accidents (35%, n = 26) followed by contact accidents with the quayside (25%, n = 19), between ships or tugs while manoeuvring (8%, n = 6) or while sailing (1%, n = 1). There was no loss of vessels nor fatalities of crew members. In poor weather conditions, there were 76% more accidents than in normal conditions (4.4 ± 2.5 accidents/10,000 movements versus 2.5 ± 1.9 accidents/10,000 movements, p < 0.03). Almost all the accidents (96%) were related to human errors of judgment (81%), or negligence (53%), or both (39). Perceived fatigue was probably in cause in 6 accidents. Only 3 accidents were related to mechanical causes. Through the questionnaires, 69% of the pilots complained of difficulties in mastering the devices and software. They felt distracted by alarms which affected their attention while navigating. They requested training on a simulator. Concerning ship captains, 83% felt comfortable with ECDIS devices yet only 20% were able to configure the ECDIS correctly., Conclusions: In the Seine estuary, 75 accidents occurred within the 11 year-study. Risk factors were poor weather conditions and human error. PPU and ECDIS were considered as useful tools in the prevention of accidents. However, pilots and captains requested more thorough training in their use.

In the complex processes of route planning, voyage monitoring, and post-voyage analysis, a key element is the capability of merging metocean forecast data with the available knowledge of ship responses in the encountered environmental conditions. In this context, a prototype system has been implemented capable of integrating metocean models forecasts with ship specific performance data and models. The work is based on the exploitation of an open source ECDIS-like system originally developed in the e-Navigation framework. The resulting prototype system allows the uploading and visualization of metocean data, the consequent computation of fuel consumption along each analyzed route, and the evaluation of the encountered meteo-marine conditions on each route way point. This allows us to “effectively and deeply dig inside” the various layers of available metocean forecast data regarding atmospheric and marine conditions and evaluating their effects on ship performance indicators. The system could also be used to trigger route optimization algorithms and subsequently evaluate the results. All these functionalities are tailored in order to facilitate the “what-if” analysis in the route selection process performed by deck officers. Many of the added functionalities can be utilized also in a shore-based fleet monitoring and management center. A description is given of the modeling and visualization approaches that have been implemented. Their potentialities are illustrated through the discussion of some examples in Mediterranean navigation.

The paper presents the framework of usability testing of ECDIS equipment based on the IMO’s Guidelines on Software Quality Assurance and Human-centred Design for e-Navigation. By incorporating the eye tracking techniques into the procedure it was possible to measure the visual attention distribution and the cognitive work-load. The presented method could be used to evaluate usability of every e-navigation system, which is necessary to ensure that the seafarers are able to successfully perform primary operations of systems upgraded with e-navigation functions, regardless of the type and specifications of the system and users’ knowledge and experience with the system. The initial results are presented and discussed as the study is still ongoing.

In this paper author suggest methods for position cross-checking on modern bridge equipped with ECDIS. Terrestrial navigation techniques in relation to newly implemented technology are adopted to fulfil international requirements and recommendations. Author proposes voyage recording procedures conforming to IMO requirements ready to be used as navigational procedures in Safety Management System. Vessel Inspection Questionnaire of Ship Inspection Report Programme is used to systematize the needs. Differences in approach between paper charts and ECDIS navigation are exposed and clarified serving as a guide for ships liable to undergo vetting inspection. Author shows both, advantages and weak points of various ECDIS features using as an example ECDIS manufactured by Japan Radio Company.

Electronic navigational charts (ENCs) are geospatial databases, compiled for the operational use of Electronic Chart Display and Information systems (ECDIS) according to strict technical specifications of the International Hydrographic Organization (IHO). ECDIS is a GIS system designed for marine navigation according to the relevant standards of the International Maritime Organization (IMO). The international standards for ENCs and ECDIS, issued by the IHO and IMO, cover many aspects of the portrayal of ENCs in ECDIS but do not specify or recommend map projections. Consequently, in some cases, the unjustified employment of map projections by the manufacturers has caused certain functional drawbacks and inadequacies. This article reviews, evaluates and supplements the results of earlier studies on the selection of map projections for the depiction of ENCs in ECDIS and proposes a reasonable set of suitable projections with pertinent selection/implementation rules. These proposals took into consideration that ECDIS users (navigators) are not GIS experts or professional cartographers and consequently, the proposed election/implementation rules have to be simple and straightforward.

In order to deliver the minimum safety conditions for movement of the ships towards restricted waters, urgent survey operations are required whenever we deal with natural disasters; unreliable chart information or uncharted areas requires. In recent years, there has been a huge development in positioning and survey technology. Simultaneously, charts production techniques and GIS software are easily accessible. In this circumstance, a research project was made in order to assess the possibility of developing existing capabilities of emergency hydrographic survey. The toolkit was designed to allow the swift production of usable bottom representation and survey of navigational aids, with a focus on navigational safety, rather than bottom contour accuracy.

The completion of ECDIS mandatory implementation period on-board SOLAS vessels requires certain operational, functional and educational gaping holes to be solved. It especially refers to positioning and its redundancy, which represents fundamental safety factor on-board navigating vessels. The proposed paper deals with primary and secondary positioning used in ECDIS system. Standard positioning methods are described, discussing possibilities of obtained positions’ automatic and manual implementation in ECDIS, beside default methods. With the aim of emphasizing the need and importance of using secondary positioning source in ECDIS, positioning issue from the standpoint of end-users was elaborated, representing a practical feedback of elaborated topic. The survey was conducted in the form of international questionnaire placed among OOWs, ranging from apprentice officers to captains. The result answers and discussion regarding (non)usage of secondary positioning sources in ECDIS were analysed and presented. Answers and statements were elaborated focusing not only in usage of the secondary positioning system in ECDIS, but in navigation in general. The study revealed potential risks arising from the lack of knowledge and even negligence. The paper concludes with summary of findings related to discrepancies between theoretical background, good seamanship practice and real actions taken by OOWs. Further research activities are pointed out, together with planned practical actions in raising awareness regarding navigation with ECDIS.