WK 5&6 NAV 6 LEC
Summary
TLDRThis script outlines the learning objectives for weeks five and six, focusing on avoiding over-reliance on Electronic Navigational Charts (ENCs). It emphasizes the importance of assessing system integrity, understanding chart display classes, and verifying vessel positions in various water conditions. The training also covers sensor requirements for an Electronic Chart Display and Information System (ECDIS), position monitoring techniques, and the necessity for manual checks to ensure navigational accuracy. The Cosco Busan accident serves as a cautionary tale, highlighting the need for proper training and voyage planning when using navigational equipment.
Takeaways
- 📚 The training module covers avoiding over-reliance on electronic navigation systems, assessing system integrity, and understanding chart display classes like base, standard, and custom.
- 🌐 It's crucial to determine the frequency of a vessel's position in different water conditions, such as open sea, coastal waters, and restricted areas under pilotage.
- 📍 Techniques are discussed for overlaying GPS, radar, and other navigational information to ensure accurate vessel tracking.
- 🛰️ The importance of having a reliable position fixing system is emphasized, with GPS being the primary sensor, and the necessity for an alarm in case of sensor discrepancy.
- 🔍 The script highlights the need for continuous monitoring of sensors to ensure data accuracy, including checking electronic position fixing systems and radar settings.
- 📈 The use of presentation libraries in electronic navigational charts (ENC) is explained, which standardize the display of objects according to set rules.
- 🔄 The officer of the watch must regularly check the position and integrity of the GPS and other sensors, and not solely rely on electronic systems for navigation.
- 🚢 The training also touches on the use of manual position fixing (LOP) and dead reckoning (DR) as backup methods when electronic systems are not available or reliable.
- 📊 The necessity for regular chart updates and checking the chart data quality is stressed to maintain accurate navigational information.
- 🚧 The script provides examples of accidents related to electronic navigation systems, emphasizing the need for proper training and understanding of the equipment.
- 🛑 The final takeaway is the importance of not over-relying on electronic navigation systems and maintaining a proper lookout, especially in conditions of restricted visibility.
Q & A
What are the learning objectives for week five and six in the provided transcript?
-The learning objectives for week five and six are to determine ways to avoid over-reliance on ECDIS, assess the integrity of the system and its data, evaluate the classes of chart features in different display modes such as base, standard, and custom, and determine the frequency of the vessel's position in various water conditions like open sea, coastal waters, narrow, and restricted areas under pilotage.
What is the role of the International Hydrographic Organization in the context of ECDIS?
-The International Hydrographic Organization ensures that the display presentation of ECDIS follows a standard format. It oversees the compilation and distribution of electronic navigational charts, which are governed by a set of presentation rules known as the Presentation Library.
What are the different user display settings available on ECDIS?
-The user display settings on ECDIS include daylight, night, night with moon, night moonless, and night inverted. These settings allow the user to adjust the screen color palette to suit different illumination conditions.
Why is it important to avoid overscaling or underscaling on an ECDIS?
-Overscaling or underscaling on an ECDIS can affect the coverage and visibility of objects on the chart. It is crucial to maintain an appropriate scale to ensure that the navigator can monitor the objects they are supposed to, without losing important details or having an overly zoomed-in view that could lead to navigational errors.
How does an ECDIS system handle the input from various sensors for safe navigation?
-An ECDIS system requires input from several sensors, primarily the GPS for position, speed, and course information. It must also handle secondary sensors for position fixing and provide alarms if there is a discrepancy between the primary and secondary sensor inputs. The system must continuously monitor sensors to ensure the data is correct and provide alarms if the input is lost or if there is a significant deviation between sensor readings.
What is the significance of the Consistent Common Reference Point (CCRP) in ECDIS?
-The Consistent Common Reference Point (CCRP) is the convergence point of all position-related sensors on the bridge. It serves as a single position from which all sensor data is referenced, ensuring consistency and reducing confusion that might arise from different sensor positions.
How can navigators verify the integrity of the position fixing system on ECDIS?
-Navigators can verify the integrity of the position fixing system by checking the electronic position fixing system against manual peaks, checking the horizontal dilution of position (HDOP) value, comparing the GPS integrity indication, overlaying radar images with the ECDIS, and using other methods such as checking the radar setting, RPA overlay, AIS overlay, and manual position offset.
What is the purpose of the 'Back to Ship' feature in ECDIS?
-The 'Back to Ship' feature allows the user to return to the display of the sea area around the own ship's position with a single operation. It centers the chart on the ship's current position, providing a quick way to reorient the view.
What are some of the common issues that can arise from overreliance on ECDIS?
-Overreliance on ECDIS can lead to a lack of proper lookout, insufficient understanding of the system's limitations, and potential misinterpretation of data. It can also result in not using independent methods to periodically check the position, which is crucial for safe navigation.
What was the cause of the Cosco Busan accident, and what lessons can be learned from it?
-The Cosco Busan accident was caused by a combination of factors including poor visibility, overreliance on the Voyage Management System (VMS), lack of familiarity with the electronic chart symbology, and incorrect assumptions about chart objects. The lesson learned is the importance of proper training for crew members on new navigation equipment and the necessity of maintaining a proper voyage plan and lookout, especially in conditions of restricted visibility.
Outlines
📚 Learning Objectives and Electronic Navigation Systems
The script introduces the learning objectives for weeks five and six, focusing on avoiding over-reliance on electronic navigation systems. It covers assessing system integrity, evaluating chart classes, determining vessel positioning frequency, and discussing the necessity of GPS and radar overlays. The International Hydrographic Organization's standards for electronic navigational charts are mentioned, along with the presentation library and rules that govern object display on an Electronic Navigational Chart (ENC). The importance of user display settings for different times of day and lighting conditions is emphasized, with examples of daylight, dust, night, and night-inverted settings.
🛰️ Sensor Integration and Position Monitoring in ECDIS
This paragraph delves into the sensor requirements for a comprehensive Electronic Chart Display and Information System (ECDIS), highlighting the primary and secondary sensors for position fixing, such as GPS. It discusses the importance of alarms for discrepancies between sensors and the use of a consistent common reference point (CCRP) for sensor alignment. The paragraph also covers the process of checking the integrity of position sensors through various methods, including manual checks, radar overlays, and comparing primary and secondary sensor outputs. The significance of active position monitoring by the officer on watch is underscored, along with the use of different navigation aids like AIS overlays and manual position offsets.
🔍 Verifying Position Accuracy and Avoiding Multipath Errors
The script explains the procedures for verifying the accuracy of a vessel's position, including the use of radar and GPS overlays, checking for discrepancies, and considering the impact of multipath errors, especially under bridges. It advises on visual checks during navigation, such as when passing fixed objects, and the importance of aligning radar and GPS positions with the chart display. The paragraph also discusses the cross-checking of datum points and the need for continuous chart data quality checks, including updating the chart's confidence zones and using manual position fixing based on visual or radar observations.
⚠️ Addressing Overreliance on ECDIS and Ensuring Proper Training
This section addresses the dangers of overreliance on ECDIS, stressing the need for officers to maintain a proper lookout and periodically verify positions using independent methods. It recounts the Cosco Busan accident as a case study, highlighting the importance of crew training on navigation equipment and the need for a proper voyage plan. The lack of familiarity with electronic chart symbology and the consequences of not understanding system limitations are discussed, emphasizing the necessity for comprehensive training to prevent such incidents.
🛣️ Conclusion and Training Summary on ECDIS Use
The final paragraph wraps up the training on ECDIS use, summarizing the key points and emphasizing the importance of continuous training and understanding of navigation equipment. It informs the trainees about the upcoming preliminary exam, which will cover the discussed topics, and wishes them well in their studies and exam preparation. The trainer also mentions that there will be no quiz, only assignments and presentations, providing a clear overview of the expectations and tasks ahead.
Mindmap
Keywords
💡Acne
💡Over-reliance
💡Presentation Library
💡User Display Settings
💡Scale
💡Raster Chart
💡Position Fixing
💡Alarm
💡Datum
💡LOP (Landmark Observation Position)
💡Dead Reckoning (DR)
Highlights
Learning objectives for week five involve determining ways to avoid over-reliance on Electronic Navigational Charts (ENCs).
Assessment of system integrity and data is crucial for safe navigation.
Different classes of chart display, such as base, standard, and custom, are evaluated for their features.
The frequency of a vessel's position in various maritime areas is discussed, including open sea and coastal waters.
Techniques for overlaying GPS, radar, and other navigational information are covered.
Importance of the International Hydrographic Organization's standard format for display presentation.
The role of the Presentation Library in standardizing symbols on ENCs.
User display settings, such as daylight, night, and night inverted, influence how objects are displayed on the chart.
The significance of not over-scaling or under-scaling ENCs to maintain proper navigational coverage.
The difference between ENC and raster charts in terms of zoom functionality and data display.
The necessity of multiple sensor inputs for a comprehensive Electronic Chart Display and Information System (ECDIS).
Primary and secondary position fixing systems must meet IMO performance standards for reliable navigation.
Alarm systems must be in place to alert users of discrepancies between primary and secondary position fixing systems.
The role of a Common Reference Point (CRP) in aligning position-related sensors for accurate navigation.
Continuous monitoring of sensors to ensure data correctness and integrity.
Methods for checking the integrity of position sensors, including manual checks and overlays with radar and ARPA.
Active position monitoring by officers to verify the authenticity of position fixing equipment like GPS.
The importance of training crew on new navigation equipment to prevent over-reliance and ensure safe operation.
Lessons learned from the Cosco Busan accident, emphasizing the need for proper training and voyage planning.
Transcripts
good day gentlemen we are now on
week five and six combination and these
are our learning objective for week five
so determine ways to avoid over reliance
on acne including assessment of the
integrity of the system and its data
evaluate the classes of chart featured
included in each mode such as base
standard and custom display then we have
the determine the frequency of the
vessel's position
such as an open sea open coastal waters
narrow and restricted area under
pilotage water also discuss the
technique satisfying the necessity for
gps position
rio or radar information overlay and
that is only the scope of our
module one five and six one point
thirteen and one point fourteen will be
in week seven so this is a combination
of week five and 6 that is also included
in your
the scope of your prelim exam in
number six lecture 1.9 for week 5 and 6
combination up to 1.12 only okay so in
summary of the topic we have the use of
export navigation over reliance on
activities at this operation zooming out
function position verification gps and
gns gnss radar information overlay and
terrestrial navigation technique okay
for our introduction the international
hydrographic organization ensures that
the display presentation of this follows
a standard format and the navigational
electron navigational chart are compiled
and distributed by this diagraphic
office from germany and the united
kingdom or uk so it is compiled in what
we call presentation library so at this
has a presentation library which
consists of the symbols on presented on
activities as a standard standard
display on on enc according to the rules
of the presentation library so
presentation rules used in on an enc per
user set and preset object attribute has
been explained in detail
in details in this
module okay so we have that presentation
of library so it is just a library of
the objects that is according to the
standard of the i expo now we go now to
the presentation rules of activities so
acnes on the uh object on the act this
display are governed by user's display
settings so when you say user display
setting it is up to the user to use this
setting according to the time of the day
or according to its what so we have the
daylight the night dust and night
inverted okay we have the
setting of screen color palette so pilot
group is designed for selecting the
screen color palette to suit the outside
illumination so such as daylight dust
with the night with moon and night
moonless
night and also night inverter with
moonless control panel text inverse
color okay so
the palette will be the
inverse
text colors like
reversing the color of the
palette in the text it will be
demonstrated in your lab gentlemen okay
for this uh s57 format chart these three
pilots are used
daylight for daylight button dash for
dash bottom and button and night for
night and night inverted
button so on again that will be
discussed in your
demonstrated in your lab number six
okay we go now to the setting of
overscale and under scale for enc scale
and you saw the navigator should take a
particular care when using these scales
so it is not
too much zoom in
because it will also affect the
coverage of the object that we are we
are monitoring so it should not be
under scale or over scale or too much
zoom out because
the same we
cannot monitor the objects
that we are supposed to monitor
according to the chart so the chart has
a recommended one is to one
scale for that particular chart that we
are using so this is just a
gentleman too much zoom in
and too much zoom out so the egg this
will give you
a warning if you are over scaling
or
if you are under
okay the enc on the chart for the raster
chart this is normally done by uploading
a new chart however
the user could use the zoom function to
either magnify or shrink the image using
the zoom function will not increase or
decrease the data display on the raster
chart too much magnification will only
distort the raster image because the
raster chart
is only a scan copy a photocopy of a
chart all right it is not like the enc
when you zoom in
it will not dis distort the object only
it will
if you zoom zoom in the copyrights of
the chart you're monitoring
will be minimized
so we must be we must know what uh scale
uh uh
that is appropriate for the chart we are
using so we go now to eclipse system
sensor a good electronic chart display
information system requires input of
several sensors to enable save
navigation so the the main sensor of egg
is usually the best position speed
provides
information for the best opposition
speed and course that is
per imo performance standard that is the
requirement
okay monster is 872 sensor in position
fixing the primary and the secondary but
only one sensor is mandatory now these
are normal electronic position fixing
system we have the gps one and gps2
now a secondary might that is
independent of the
primary fixing position is could be the
lawrency or another gps
and it is independent from the other
okay position picking sensor may conform
to the imo's performance standard
according to the following for acne so
the shift position must derive from a
continuous position fixing system okay a
secondary
sensor for position fixing may be
provided and if she
the position given by the secondary and
primal position
uh fixing system deviates by a certain
amount the user must be informed by an
alarm so there is an alarm if
too much discrepancy
is
given to the
to the two fixing position
so alarm must be activated when
input from the position fixing system is
lost so there must be an alarm there if
the
the sensor losses information or is is
no longer
being detected by activities now if the
position pitching sensor sounds alarmed
this must be repeated on the x display
as an
indication okay so comparing the chart
image with the raster image can provide
a warning that the position
system is in error so if you have that
raster chart together with the enc that
is available now data from the
the sensor now the data from the sensors
usually the position pitching sensors
are
aligned with
a single position located on the bridge
which is what we call the consistent
common reference point or cc rpk so this
ccrp is the convergence of all the
position of the sensor on the bridge
that is like the
radar the gps and the other
sensor for related to positioning to
position related to the position of our
vessel all right so this is usually in
the corning position that is the
location of the ccrp so the position on
the ccrp
might be different from the actual
position of this equipment especially
the gps so to avoid confusion so it
converts into one location and that is
decoding position on board the ship
where all the
this
position related equipment is corrected
to that single position
so at this follows the location of the
consistent consistent common reference
point now sensors must be monitored
continuously to ensure that the data is
correct this can be done as follows
check the electronic position fixing
system
by checking their position with a manual
peak so
this must be continuously
done to double check the position of the
sensor especially the gps now also check
the horizontal dilution of position hdop
value and the integrity indication of
the ring
for our
gps so check the radar setting also by
an image overlay with the enc so x is
capable of
radar information overlay
for checking our position against the
gps
if it is
if the overlay it is too much far from
the
the chart
land
and
it if it will not be
exactly the trace with the same with the
radar overlay so the position of the
the radar of overlay
must not have too much discrepancy
with the
position
of the gps along the axis along the
chart
enc
along the anc
on the chart display now check also the
rpa overlay for
by acquiring stationary target so the
overlay must coincide with the
position of the arpa
uh target that is that was used and it
must be stationary and it may be that is
a moored or maybe an anchor
now this check is helpful in determining
the offset comparing the position also
by a primary and secondary is very
helpful and if the alarm is triggered
then there is a position
difference between the two that exceed
that exceed the set uh setting by the
user so the user will be the one who
will we will enter the discrepancy of
the alarm if that is reached then the
alarm is activated now the ais overlay
can be also used of the acquired target
of the
ais if all ships are separated it could
be an error in the
arpa if only one ship is separated from
its overlay then the ais of that vessel
might be in
error so you must take this also in
consideration so also you can check the
position sensor by trying to cover its
antenna the alarm should trigger as the
position information
might be
lost for checking the alarm okay so we
go now to
active position monitoring the officer
of the watch should check the position
regularly if there are suspicion
of the position fixing equipment such as
gps if there are doubt of each of its uh
being
authentic so if they use you suspect
irregularity then
you should have a starting of a position
obtained
from other source to double check gps or
our position fixing equipment okay
selecting or switching the primary
system to the secondary if two
continuous fixing system exists so the
primary and the secondary system may be
selected or switched
so to identify identify the discrepancy
between the two sources
okay if there are discrepancy then there
will be an alarm or there will be a
correction of that discrepancy to select
which
equipment
is malfunctioning
okay
always uh check the integrity of the
monitoring of the position sensor okay
we do that by
gps satellite status id hdop perception
of the dgps broadcast signal comparison
with the secondary sensor okay number
three number three is
back to ship pass reaction certain
situation whatever c area is displayed
at this allows
on demand to return to the display of
the sea area around own ship by a single
operation action so the ship button
centers the chart to its own
position so there is a button there back
to ship okay visual checking like uh
when passing on the fixed object like a
bridge and checking on the axis if we
are on that
position so however it should be taken
into account that a position ship by
multipath error under container bridges
and other bridges is very likely to
happen and that the deviation may be
temporary and due to this effect only so
temporarily the signal might be lost in
the gps because of the covering of the
bridge now
radar video or display
radar
access radar video display overlay there
is an incorrect position result in the
display the echo picks either error in
the incorrect location such as xd and
radar display
do not match so there might there
there will be an error if the display
do not match
a translation offset indicates a
position
error so you will try to upset and that
will give you a distance
and if that is uh too much and that that
will uh give you the possibility of an
error
on the
position of the gps track target
overlay if the radar video is not
provided or available but only attract
target overlay and then the navigator
can acquire a ground fixed target which
will show up in the axis and check their
position against the enc object position
okay the datum cross check if there is
an offset between the active radar range
the geodetic data of the position
display at the position fixing receiver
and the electron charge should be
checked and if they deeper
made to comply with each other so
the
datum is also
used in checking the authenticity
of our physician fixing receiver so the
datum that is the sounding of the water
that is
that is
made visible on our
enc acnes
and compared with the
position of our vessel if we are in that
correct datum
okay checking the chart data quality
number eight so the chart may be
inaccurate so it must be
check continuously the data by uh by
correcting it
on time and also by checking the zone of
confidence or the cuts off
and updating the cuts off of that
charcoal chart must be updated
continuously again
by lop which is the manual position
fixing which are based on visual
observation in good visibility or by
radar in good and restricted visibility
okay so that ideally the bearing and
distance from several objects should be
measured but even the use of only one
lop or radar range circle and bearing
line is helpful to indicate margin
of safety okay so
3lop is good but with the
bearing line and range circle it can
also be
very helpful with
one
bearing line and one range circle all
right so we have also external position
input
that is done by
celestial means in a planting sheet and
then transferred to the activists we
have also dead reckoning where
a dr is used when and
reliable secondary electronic position
system
is not available so dr can can be a
secondary position fixing position in
hectic
so to initiate dr the navigator must
enter the start position a previous
known position
or an external determined position
and if no speed sensor is available a
manual speed
value will be applied so if acne uses
the dr position for display this should
permanently be indicated so that
reckoning can be set in our act list
okay manual position of offset this is a
questionable procedure but nevertheless
uh can be done in eggness so in
principle the displayed shift position
can be manually adjusted offset if the
object is known
so if the offset position is not known
so this should not be done okay
overreliance now we go now to
overreliance on the
agnes so we have just uh finished uh how
do the how will the officer of the watts
will check the
position pitching system our gps for its
uh integrity now overlines on the egg
this uh at this merely navigational tool
and therefore as limitation so the user
must not overrely on at least to bend
over lines on ectis
the officer of the watch must keep a
proper lookout
and check the position measure
periodically using acne's independent
method thus just like what we have
discussed earlier alright so it is also
an equipment
so it does also it is also prone to
to error that is why we need to
to monitor our acnes
and check our acne equipment regularly
okay there are cases here of an acne
related accident the costco boson case
let us just have one example
the costco busan uh start the san
francisco bay bridge in november 2007
the parts of the case and lesson learned
from the accident are as badass
the cosco book
busan was equipped with a three-node
voyage management system bms the system
integrated the bezel's navigational
component and displayed data gathered
from a variety of source in a single
place system was heavily relied upon the
crew in areas of low
visibility so in low visibility
the system was heavily relied on so wms
consistent to two or consists of two
operators an
ais and an electronic chart system so
the bezel lab auckland in foggy weather
the radar display and as data could have
been superimposed on the electronic
chart if the bms mode was activated the
radar
display cannot be
overlaid on the hd and the is data also
due to the bms being turned off or not
activated so the ship struck the bay
bridge delta tower and leaked 53
thousand 500 gallons of oil
the ship was navigating in vms mode as
the visibility was poor due to fire so
an inquiry was conducted to determine
the cause of the accident and the
results are as below so the radar gain
was set a fairly high
level which increased screen clutter and
targets could not be identified easily
this was because the crude radar
operational
expertise
this is uh pertains to
the
officer's familiarity with the operation
and experience within in using uh
operator so the master and the pilot did
not understand the symbology of the
electronic chart in this regard they
assumed that the red triangles on either
side of the delta tower were objects on
the bridge when in fact they were
conical boys so this led to confusion
and uncertainty as the conical boys were
not identified by the master and the
fire pilot this led to the vessel
hitting at the the delta tower so a
proper voyage plan
was in place now the lesson learned here
is it is important for ship operators to
ensure that the crew is properly trained
on new navigation equipment so that they
necessary they will have necessary
expertise and knowledge of that
equipment so voice planning is of utmost
importance when navigating at all times
and this is especially the case in
condition of restricted visibility this
leads to the crew or the officers or the
crew is not familiar with the
equipment that is being used on board
the ship so
the lack of training is very important
to consider so the crew must be properly
trained with the using of the
ethnics and the other equipment on board
okay so that ends our training uh
gentlemen and uh god bless with your
prelim exam okay so you only have uh
recitation
and
assignment so you do not have a quiz
for now only assignment and
presentation okay god bless you
gentlemen
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