ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM (ECDIS) – A MARINE APPLICATION OF GEOGRAPHICAL INFORMATION SYSTEM (GIS)
Adam WEINTRIT Master Mariner, DSc, Nav. Eng., FRIN, MNI Gdynia Maritime Academy Navigational Department Head of Electronic Navigational Charts and ECDIS Laboratory Al. Zjednoczenia 3 81-345 Gdynia, Poland e-mail: weintrit@wsm.gdynia.pl
ABSTRACT This paper is about Geographical Information Systems (GIS) in marine, coastal and navigational applications, about Electronic Chart Display and Information System (ECDIS) – state of the art in nautical charting, international fully standardised integrated navigational tool, about a difficult to define terms attached to software and hardware that are used for handling, displaying, analysing, and modelling information about the locations of phenomena, navigational marks, cartographic and hydrographic features on the oceans and seas needed for safe navigation of vessels and about first trials of the three dimensional visualisation of computer maps of sea bottom
INTRODUCTION
The traditional paper chart has been a fundamental tool for the navigation of ships for many centuries. However, with the advent of satellite position fixing and powerful cheap computers, a potent additional tool is now available to the mariner. The introduction of modern mapping tools such as Geographical Information Systems (GIS), Digital Terrain Models (DTM), video plotters, raster charts, numerical maps, electronic chart systems (ECS) and Global Positioning System (GPS) have forced the hydrographic community to depart from the traditional paper chart to the development of digital spatial data products to meet user needs. Navigational information systems ECDIS (Electronic Chart Display and Information Systems) are destined to replace paper charts based navigation, providing increased benefits for safety and efficiency. The development of ECDIS is at least as significant to mariners and to ship safety as was the introduction of radio or radar to the bridges of ships earlier last century and at least as revolutionary for navigation techniques as was the introduction of Mercator charts four hundreds years ago [11],[13].
GEOGRAPHICAL INFORMATION SYSTEMS (GIS)
Geographical Information Systems (GIS) are computer-based systems which are used to store and manipulate geographical information. GIS is ideally suited to analyse the multiple and diverse datasets which are quite diverse in content, in data collection methodology, in data format and structure or in spatial type (point, line, area) [11]. The initial impetus for developing a marine speciality in GIS was the need to automate the production of nautical charts and to more efficiently manage the prodigious amounts of data that are now capable of being collected at sea. The GIS can provide the data management tool for all the digital hydrographic survey data, providing the functionality to store, retrieve and query information in the underlying database. The database can contain such information as survey parameters and settings.
MARINE GIS IN EXPLORATION AND PRODUCTION
Geographical Information Systems (GIS), as implemented in the offshore oil and gas industry, play a fundamental role in the integration of different data types: geological, geophysical, engineering,
environmental, hydrographical and production data. Data can be brought together in one common interface and thus provide support to the decision-making process all through the exploration and production life cycle, from initial exploration and evaluation, through development and production to final abandonment [10]. Offshore GIS provides the possibility of combining economic, commercial, geological and technological information to identify focus areas and business opportunities. Regional GIS maps can be displayed and overlaid with the latest information regarding reservoir thickness, well locations, leads and prospects, hydrocarbon sources and migration routes. With a wide range of data available and update mechanisms in place, the GIS plays a critical role in identifying potential hazards to any offshore operations, from seismic surveys to platforms and subsea installations: pipelines and cables. Geological maps of the seabed are essential for a wide variety of applied purposes. These include environmental studies, quantification and qualification of seabed material for the extraction of sand and grovel resources for beach nourishment and fill, infill sand and industrial sand and grovel, the recovery of other mineral deposits, site investigations for the foundation of offshore structures, the planning of pipeline and cable routes, dredging operations, and the composition and morphology of the seabed in shipping lanes for maintenance, deepening and widening. Other variable information include data on seabed dynamics and sediment stability and the detection and presence of gas-charged sediments [9].
TO GIS OR NOT TO GIS IN NAVIGATION
Geographic information has been the basic information for navigation at land and at sea as well as for military and administrative purposes since the early beginnings of our culture. Since these early days maps and charts have been used both for displaying the information and as analogue databases, containing the geo referenced data in a graphically fixed form [4]. The fundamental component of any GIS system is the data. Because ENCs are managed as a database, they are considered to be a form of the GIS, and the data will be utilised in various applications in all activities on the sea. For example, necessary information to help recover spilled oil in the case of oil spill accidents can be prepared in such system and the information can be displayed superimposed with the dispersion of spilled oil and the result of drift reduction [7]. GIS is in effect any computer-based system which display graphical information with some intelligence, and it can be argued that a integrated navigation system is a GIS [11].
STATE-OF-THE-ART IN NAUTICAL CHARTING
Much is written about the power and potential of GIS for coastal zone monitoring and management, as well as how GIS offers a powerful tool in the exploration and production. Many of these contributions are significant examples deal with GIS at the regional or local level. ECDIS demonstrates the introduction of a GIS-based capability at the global level. The relevance of ECDIS thus is at least threefold [12]:
● It is a significant contributor to safety of navigation and thus will prevent many of the groundings, which have contributed to much of the world’s ocean pollution;
● It is demonstration of the need for global co-operation at the government and government
agency level if such potential of GIS is to be realised fully to the benefit of the world;
● It demonstrates the immense capability, which can be unleashed by the proper and appropriate development of GIS-based systems.
WHAT IS ECDIS?
ECDIS is an advanced navigation information system for use in ships. It has been developed to lighten considerably the navigation workload, freeing the mariner for other important navigation- related tasks such as maintaining a safe lookout and for collision avoidance. It is a real-time decision aid, which provides the navigator with accurate and reliable information about a ship’s position and its intended movements in relation to charted navigational features [12]. A typical ECDIS installation is shown in Figure 1.
ECDIS CO M PO NENTS
Updates
Fig.1. The typical ECDIS configuration
ECDIS combines satellite position fixing, ship’s sensors and other data with a sophisticated electronic database containing chart information. The electronic chart database is known as an electronic navigational chart or ENC. An ENC is much more than a computer copy of a paper chart, though it can look very similar when displayed on ECDIS equipment. ENCs are sophisticated and strictly controlled vector navigational chart data bases containing high levels of textual, spatial and graphical data representing not only the material already shown on a paper chart, but also additional data and information drawn from other publications and from source survey data. ENCs are only produced by or on the authority of government-authorised hydrographic offices or relevant government-authorised organisations [12]. The best description or understanding of ECDIS is the following statement of Dr Lee Alexander:
“A paper chart shows you where you were, or shouldn’t be. ECDIS tells you where you are, and can safely go”. The fact that chart information is held in a data base rather than as a fixed image means that it can be analysed, manipulated and compared with other available information to provide a powerful decision making tool on the bridge of a ship. ECDIS continually analyses the ENC database and compares it with a ship’s position and its manoeuvring characteristics to give timely warning of approaching dangers or notable events in the navigational plan. ECDIS provides many other navigation and safety features including continuous voyage data recording and playback. The ship’s radar signal can also be incorporated into an ECDIS and the radar image or content data displayed on screen as an overlay. This helps provide a comprehensive and fully integrated appreciation of the navigational situation and brings together the charted information with a record of the current circumstances as seen by radar. The additional information such as weather, ice reports, AIS signals, vessel position reporting and the application of observed tides can also be passed to system in real-time through telemetry links.
DEFINITIONS
ECDIS is the international fully standardised form of system of electronic chart that can legally replace a paper nautical chart. For the purpose of the standards for ECDIS the international organisations, such as IMO, IHO and IEC, adopted the following definitions:
IMO
A.817/19
IHO
S-52, App.2
IEC
61174
Fig.2. Definitions of ECDIS-related terms adopted by IMO, IHO, IEC, CENELEC and NSCs
Electronic Chart Display and Information System (ECDIS) means a navigation information system which with adequate back-up arrangements can be accepted as complying with the up-to-date chart required by regulation V/20 of the 1974 SOLAS Convention, by displaying selected information from a System Electronic Navigational Chart (SENC) with positional information from navigation sensors to assist the mariner in route planning and route monitoring, and by displaying additional navigation-related information.
Fig.3. Updating system of the Electronic Navigational Charts (ENCs)
Electronic Navigational Chart (ENC) means the database, standardised as to content, structure and format, issued for use with ECDIS on the authority of government authorised hydrographic office. The ENC contains all the chart information necessary for safe navigation and may contain supplementary information in addition to that contained in the paper chart (e.g. sailing directions) which may be considered necessary for safe navigation. System Electronic Navigational Chart (SENC) means a database resulting from the transformation of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate means, and other data added by the mariner. It is this database that is actually accessed by ECDIS for the display generation and other navigational functions, and is the equivalent to an up-to-date paper chart. The SENC may also contain information from other sources. Electronic Chart System (ECS) - the generic term for equipment which displays chart data provided by hydrographic office, commercial manufacturer or user. It cannot function as an ECDIS system since it does not meet the IMO standards for equipment which is a legal substitute for paper charts. ECS is intended for use in conjunction with a current, updated paper chart. Raster Chart Display System (RCDS) means a navigation information system displaying Raster Navigational Charts (RNC) with positional information from navigation sensors to assist the mariner in route planning and route monitoring and, if required, display additional navigation-related information. Raster Navigational Chart (RNC) means a facsimile of a paper chart originated, or distributed on the authority of a government-authorised hydrographic office. System Raster Navigational Chart (SRNC) means a database resulting from the transformation of the RNC by the RCDS to include updates to the RNC by appropriate means.
International standards for ECDIS / ENC
International standards for RCDS / RNC
Fig.4. Classification scheme for electronic chart systems showing relations between ECS, ECDIS, RCDS and their databases.
NAVIGATIONAL ELECTRONIC CHART SYSTEMS AND THEIR CLASSIFICATION
This chapter of paper graphically presents actual status of Electronic Chart Systems (ECS), Electronic Chart Display and Information Systems (ECDIS), Raster Chart Display Systems (RCDS), Admiralty Raster Chart Services (ARCS), their relations and classification of existing on the market data bases pretending to standardised name of vectored Electronic Navigational Charts (ENC) and Raster Navigational Charts (RNC).
Fig.5. Classification scheme for electronic charts systems pretending to internationally standardised name of Electronic Chart Display and Information Systems (ECDIS)
Fig.6. Classification scheme for electronic charts systems pretending to internationally standardised name of Raster Chart Display Systems (RCDS)
Fig.7. Classification scheme for data bases pretending to standardised name of electronic navigational chart (ENC) and raster navigational charts (RNC)
Rys.8.“ECDIS dual fuelling” – the use of official raster charts in ECDIS has been agreed by the IMO as an interim solution pending comprehensive world coverage by ENCs
On the figures 4 - 8 the Author tries to clear up some of the confusion that currently exists about the different types of electronic chart data and electronic chart systems. Author believes that using consistent and correct terminology will go a long way toward facilitating the use of ENC data in ECDIS [12]. Electronic Chart System (ECS) can not be the legal equivalent of the paper navigational chart (since it does not meet all the IMO, IHO and IEC standards for ECDIS) is already in widespread use around the world, and is characterised by being physically smaller, less sophisticated, and less expensive than fully compliant ECDIS. ECS displays different types of chart data provided by hydrographic office, commercial manufacturer or user.
INTEGRATED BRIDGE SYSTEM AND INTEGRATED NAVIGATIONAL SYSTEM
It must be said that now ECDIS is not the most integrated system on the navigational bridge, it is only element of the Integrated Navigational System (INS), sometimes called also Electronic Charting and Integrated Navigation System (ECINS), which is part of fully integrated, more sophisticated Integrated Bridge System (IBS), which combines ECDIS with GPS/GNSS, Radar/ARPA, GMDSS/COMSAT, AIS and other ship’s inner systems (such as: engine, administration, deck, cargo, etc.).
IBS - Integrated Bridge System
INS - Integrated Navigational System
IBS = INS + GMDSS/COMSAT + ISS
INS = ECDIS + GNSS + RADAR/ARPA +
Fig.9. Classification scheme showing relations between IBS, INS and ECDIS.
WORLDWIDE SERVICE OF ELECTRONIC CHARTS
The ideal of providing a world-wide coverage and service of ENCs remains much in the mind of most national hydrographic offices but its realisation has been much harder to achieve than originally imagined. Meanwhile, government authorised raster charts and vector charts not authorised by HOs, are available for much of the world’s oceans [8]. Present situation is very unsatisfactory for navigators. While the government hydrographic community tries to get its world-wide ENC service together, ships continue to cross the seas. With ENC service absent for many parts of the shipping routes they look for the authorised but less versatile raster charts or the commercially produced, non- authorised vector charts, which may or may not be in the standardised IHO format. Although quite a large number of HOs are now capable of producing ENCs and providing electronic updates, progress in providing complete coverage of all shipping routes, remains disappointingly slow. The organisation proposed by the International Hydrographic Organisation (IHO) to distribute the ENCs and to provide a global service, called the World-wide Electronic Navigational Chart Data Base (WEND), has failed to materialise in the manner expected. Up to now only one Regional ENC Co-ordinating Centre, has been formed, although, it must be said that this RENC, called PRIMAR and based in Stavanger, Norway, covered European waters, is finally entering into a productive mode, by providing an integrated database and updating service of high quality ENCs [8].
LACK OF DATA - IS IT TRUE?
One of the most difficult impediments to greater use of GIS in marine applications, besides the fundamental issues of representation, has been the comparative lack of data. The sensors that could provide detailed, four-dimensional data about the dynamic marine environment generally do not exist yet, although enormous improvements in sensing technology have occurred in the past decade. Such data would inevitably require massive storage, and would still challenge the capacities of today’s computing systems, despite the improvements in price and performance that have occurred recently. In the past, cartographers, hydrographers and others developed sophisticated methods of generalisation and abstraction to deal with precisely this problem, at a time when technology was unable to handle the volume of two-dimensional detail available about static, terrestrial features. Perhaps recent developments in technology are opening up a new research arena that will focus on generalisation methods for four-dimensional (dynamic, three-dimensional) data.
MULTIBEAM ECHOSOUNDER DATA
There are many ways of obtaining information about the seabed. Most of these use sound to probe through the seawater, because sound travels better through water than other kinds of radiated energy. A sonar system must present this information to a human user in a way that is effective in helping to achieve the user’s task [3]. In the last decade the multibeam echo sounder has become a common surveying tool. It is widely accepted by civil authorities, dredging and offshore surveying companies, amongst others. Multibeam proved efficient as a replacement for the single beam echo sounder, and introduced new possibilities. For example, high resolution and full bottom coverage now make multibeam suitable for pipeline inspection and dredge monitoring. However, increasing capabilities often require new issues to be solved. For multibeam, the outstanding question is how to deal efficiently with the huge volume of data generated, especially for (near) real-time applications. In order to tackle this problem, blunder elimination and data thinning algorithms have been developed, tested and applied. In practise data reduction rates of over 90 per cent can be achieved depending on the defined quality of the final digital terrain model (DTM). This allows fast near real-time generation of a DTM, whilst all original data can also be stored.
3D DATA VISUALISATION
Humans take in most of the information about the world using their eyes, so the most natural method of presenting seabed information is to make it visible. The process of taking measured information and making it visible is called ‘imaging’ or ‘visualisation’. Nowadays, imaging is almost entirely carried out using computers. The information to be visualised is held within the computer, and the visual output is presented on the computer screen, or printed onto paper [3].
![onto paper [3]. ECS / ECDIS GIS DTM XX / XXI Century 2D Visualisation 3D Visualisation](http://html1-f.scribdassets.com/3gznc19yio5omn2e/phtml/pdf-obj-8-22.jpg)
2D Visualisation
3D Visualisation
Fig.10. 2D and 3D visualisation of GIS / ECDIS / DTM data
3D displays, or oblique views, give the impression that the viewer is suspended above the seabed and looking down on it. The simplest type of 3D display traces a mesh of lines across the area. These lines are straight in the x-y plane, but when viewed obliquely, they wiggle up and down with depth. Other display types add contour lines, colour-coded depths, or overlay other information [3]. The massive amounts of data produced by modern multibeam sonars present many challenges, but also offer tremendous opportunities in terms of visualisation and analysis. The traditional 2D approach to presentation and analysis of data is no longer adequate as it nearly always results in the decimation of the data. This limits the variety of information that can be presented and analysed. Special suite of interactive 3D visualisation and exploration tools was specifically designed to facilitate the interpretation and analysis of very large, complex, multi-component spatial data sets. If properly geo-referenced and treated, these complex data sets can be presented in a natural and intuitive manner that allows the integration of multiple components each at their inherent level of resolution and without compromising the quantitative nature of the data. With the development of multibeam sonars and other high-resolution swatch mapping systems in concert with advances in positioning systems and computer processing power, our ability to map the seafloor has fundamentally changed. We now have the ability to obtain near complete coverage of relatively large areas of the seabed with unprecedented detail, providing a new perspective that has the potential to revolutionise our understanding of seafloor processes. The massive amounts of data collected by these new systems present tremendous challenges; firstly establishing the quality of the data acquired and then in terms of interaction, integration and interpretation [2].
THREE DIMENSIONAL DIGITAL NAVIGATIONAL CHARTS (3DNC) FOR PORT ENTRANCES
The multibeam seafloor mapping technology makes it possible for the first time to map and to reveal all hazards to navigation with high confidence. If taken into use for shallow water areas with significant traffic density such as port entrances, ports, rivers and other inland waterways, it can mean a significant increase in the safety for shipping. For ports, the multibeam technology can be helpful for minimising the coast of dredging. It can also be used for efficient inspection of breakwaters, bridge foundations and other manmade constructions and for locating debris on the bottom. For surveying of canals and rivers, the increase in efficiency is very substantial, since the survey lines are now parallel to the shoreline. For narrow traffic lanes, one survey line may be sufficient. Multibeam seabed sediment classification has great potential for environmental studies, and to find suitable locations for dumping dredged material. 3DNC is probably the next step in ENCs development.
CONCLUSION
The paper illustrates the broad usage of GIS in deep ocean, coastal and port environment. This paper can inspire others to identify further potentials and challenges in marine and navigational GIS, thereby stimulating continued research in this important application domain of geographic information science. The human visual system has an enormous capacity for receiving and interpreting data quickly and efficiently and therefore must be an integral part of any effort to understand complex data. The key is to be able to present the data in as intuitive a fashion as possible. The more intuitive the presentation, the more rapidly data is interpreted, and the more new information can be extracted from that data. These elements have been incorporated in the some interactive ECDIS software application. The software was specifically designed to facilitate the interpretation and analysis of very large, complex, multicomponent spatial data sets. One of the form of marine applications of GIS presented in this paper is ECDIS, but this composed system is also part of MIS - Management Information System and NIS - Navigational Information System (INS and/or IBS). Classification scheme showing relations between GIS, MIS, NIS and ECDIS is shown in Figure 11. The past few years have seen dramatic advances in our ability to map the seafloor, but the new techniques produce massive data sets that can challenge our ability to process and manage the data. The great density of these data, however, offers the opportunity to take advantage of interactive 3D
visualisation techniques that can improve the efficiency and accuracy of processing, and provide an unprecedented perspective of seafloor morphology and processes. For all this reasons we expect that seabed mapping and inspection using multibeam systems will become a natural part of the operation of ports as well as inland waterways in the future.
GIS - Geographical Information System
MIS - Management Information System
NIS - Navigational Information System
Fig.11. Classification scheme showing relations between GIS, MIS, NIS and ECDIS
It is envisaged that the close co-operation that exists in conducting deep water surveys, between regional and foreign researchers (hydrographers) will have to be increased as in spite of all efforts during last years, the deep oceanic waters still remain the least well known sea bottom morphology. The situation might be improved with the incorporation of the available technology on the surveying vessels belonging to the coastal states allowing them to conduct deep water bathymetric surveys of their EEZ and continental platforms and adjacent areas. The future looks encouraging. Contrary to some pessimistic views, ECDIS and its accompanying ENCs are moving forward towards reality and some of the navigators took to thinking about international standards for 3D ENCs.
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