Study Area 5: Virtual AtoN representation on navigation display systems

This study area analyzed the depiction of hazards to navigation using standard AtoN symbology on IMO-compliant ECDIS. Although this effort is tailored to the specific scope of this research, it was accomplished within the boundaries established by existing AtoN initiatives of the U.S. Coast Guard where the physical characteristics of AIS AtoN include the symbols for real, synthetic and virtual; and non-AIS Virtual (NOAA AIS). NOAA also provides ENC depiction of the physical characteristics for AIS AtoN that are also available for Virtual AtoN on ECDIS and includes symbols for cardinal marks (N/E/S/W), lateral marks (IALA A/B port and starboard), isolated danger, safe water, special purpose and emergency wreck marking (NOAA 2013). This includes compliance with the fourth attribute of marking a hazard to navigation, where:

Markings mean the lights and other signals placed on or near structures, sunken vessels, and other obstructions for the protection of navigation.

One of the primary references used in the performance of this task is IHO Publication S-52, Specifications for Chart Content and Display aspects of ECDIS (IHO S-52). Within the United States NOAA Chart No. 1 also provides guidance for ECDIS symbols (NOAA, 2013a). Virtual AtoN are intended to exist only in ENC using very similar symbols as presently existing for physical and AIS radio-based AtoN, and display only on ECDIS.

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Chapter 5 Results

The ultimate outcome of this research includes a comprehensive definition of a Virtual AtoN that requires no presence in the physical environment whatsoever, along with definitions of constituent characteristics that comprise this aid. A detailed description of a Virtual AtoN is provided in paragraph 5.1 of this chapter.

A significant impediment to achieving this outcome is a lack of adequate hydrographic survey to modern standards in remote Arctic and tropical regions necessary to determine where AtoN are most needed and to place them with precision sufficient to verify they are on station and watching properly. To overcome this impediment the results of experiments exploring the capability and utility of 3D-FLS are described. For properly equipped vessels it will be possible to also safely transit uncharted and poorly charted waters with an increased level of safety that is not possible under existing IMO carriage requirements for vessel equipment.

Two significant outcomes resulted from the use of this technology. First, the capability of 3D-FLS to detect hazards to navigation directly in the path of a vessel in real time resulted in the creation of a new type of Virtual AtoN with momentary duration capable of detecting imminent hazards to navigation in real time that has not previously been possible. Second, 3D-FLS can provide high resolution swaths of hydrographic data that appear to be comparable with multi-beam sonar used for hydrographic survey. Such independently sourced data can supplement national authority survey efforts through the crowd sourcing.

The research leading up to this outcome has been documented in the form of the results of studies and experiments described in peer-reviewed papers published in academic journals and in conference proceedings, presentations made at industry and academic forums, and previously unpublished findings that are included within this dissertation. Of these papers, five that best describe the various aspects of this research have been selected and appended to this dissertation.

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Paper 1 provides a general description of what constitutes a Virtual AtoN, followed by a presentation of findings regarding potential Virtual AtoN implementations, their capabilities and limitations, and their use. This discussion is described in paragraph 5.2. Results are discussed in paragraph 5.3 and provided in Paper 2 that can be used to verify that Virtual AtoN are deployed in the correct position and watching properly by displaying the appropriate characteristics while in use. Further elaboration is provided on verifying proper implementation of requirements and validating intermediate and final results throughout the entire development lifecycle.

Paragraph 5.4 describes Paper 3 wherein is presented the results and findings of field studies using different 3D-FLS systems that pertain to accuracy in terms of their potential to provide topography data to support hydrographic survey in regions that are poorly surveyed or not surveyed at all. This paper also presents findings on the use of topography data obtained using 3D-FLS to help verify Virtual AtoN are in their correct position and watching properly.

In paragraph 5.5 results are presented regarding vulnerability and risk assessment for Arctic voyages as a result of the combination of poorly surveyed waters and limitations of environmental sensing capabilities in modern vessels. The potential advantages of expanding these sensing capabilities using 3D-FLS and resulting risk control options are also discussed.

Paragraph 5.6 discusses the contents of Paper 4 that describes the potential use of Virtual Aids to Navigation and 3D-FLS as a means for developing strategies to avoid groundings and preserving the Arctic environment.

Paragraph 5.7 discusses the results of the initial investigation described in Paper 5 of the capabilities of 3D-FLS to detect hazards to navigation at cruising speed through an in-depth analysis of the Costa Concordia tragedy. Insight into bridge alerts and alarms that may have been generated had 3D-FLS been installed, operational and observed just prior to the grounding are also provided.