S-102, Navigation, Pilot
For the pilot service, the S-102 bathymetric data under the new S-100 standard holds significant promise for enhancing navigation and planning, ensuring safer voyages, faster transit, reduced fuel consumption, and subsequently contributing to reduced climate emissions.
The mission of the pilot service is providing safe guidance to the vessel's crew regarding fairways, navigation, and anchoring. When I first boarded a ship in the early 1990s, we navigated using paper charts supplemented by position data that trickled in every half hour via radio. The evolution from that to electronic nautical charts of today, with continuous GPS coverage, has provided us with far superior tools for safe sea travel.
Integrating position, depth, currents, and tides
Now, the new S-100 standard for maritime chart solutions is set to offer a significant upgrade from current systems. While one might be accused of being overly optimistic about the benefits of new technology, my firsthand experience with the capabilities of S-100 convinces me of its potential.
In short, S-100 interoperability means different types of information can be integrated into a single display. Examples include position, depth, currents, and tides. Currently, route planning is done on electronic charts, but tidal data must be fetched from separate tide tables and calculated manually. Similarly, external information on currents must be sourced independently.
With S-100, all such information will be available within the same user interface, with relevant navigation warnings directly on the ECDIS screen. Although these products are still in development, they will significantly enhance the quality of available information for navigation planning and execution.
Zone of Confidence
S-102 depth data is one of several products being developed in line with S-100. Let's examine its impact on the pilot service and consequently on shipping.
Traditionally, during operations, both the pilot, the captain, and the first officer focus on the Zone of Confidence (ZOC), considering potential error margins in electronic charts (ENCs) to ensure the vessel has enough water beneath the keel.
If an area has older measurements, we cannot fully trust the depth indications on the chart, especially data from the 1950s, 60s, and 70s based on single-beam echo sounders - and even the early multi-beam echo sounder data from the 80s. In such cases, we must add an extra meter or more to be safe, which limits route choices.
S-102 enables detailed imaging of the seabed. However, if based on older data, this image may not be completely reliable. Thus, ZOC considerations still apply, but we can envision this changing as more areas receive updated surveys. The S-102 data model provides the ability to include ZOC related information in a feature attribute table.
Though Norwegian pilots haven't tested it yet, they will soon be able to access useful information like data quality, detected features, the size of objects, how much of the seafloor was mapped, the accuracy of positions, and the date the survey was conducted.
Pilot Karl Helge Haagensen has high expectations for S-102 bathymetric data. (Credt: ECC)
Visual Image of the Seabed
This literally pertains to the type of image we get of seabed conditions. High-resolution depth data can provide a 3D-like picture of the topography, showing shallows and other terrain features.
This allows for a better understanding of the seabed and shallower areas, enabling us to slow down in advance.
Additionally, it allows us to see where wave effects might rebound from land or quay structures and affect the vessel's course. Instead of reacting to such situations, we can plan routes to avoid them.
More about S-102: Simulating the Port Approach of the World’s Largest Cruise Ship
Anchoring
These visualization capabilities will also be helpful during anchoring. The pilot has local knowledge and understands optimal anchoring spots relative to weather conditions, while a good visualization of seabed conditions will help the captain understand the pilot's instructions.
The waters outside Narvik in Nordland County are deep, but with some elevations suitable for anchoring. For a 300-meter vessel that needs to hit a 10-meter margin, precise anchoring positions are crucial when dropping anchor.
If a mistake is made and a second attempt is required, it could take an hour for the ship to return to the optimal position. Detailed chart visuals make the importance of this clear to everyone on the bridge, explaining why the pilot chose a specific area, such as anchoring on the lee side of a ridge in response to forecasted west winds.
Read also: The Production of bathymetric Data
Environmental Impact of S-102 Bathymetry
Route planning is likely to be the most exciting benefit of the new chart displays. During a trial project with such tools, it became possible to navigate waters considered too shallow for larger vessels today.
Current charts show contours every 5 or 10 meters, whereas we operated with depth measurements spaced only centimeters apart. This revealed ample space for the vessel, allowing for entirely new and shorter routes.
This trial in main tested the S-129 Under Keel Clearance product, providing a clear picture of actual depths for the vessel. Read more about this here.
Accurate knowledge of seabed conditions enables shorter routes and more economical speeds. While the time savings might not be significant per trip, they accumulate quickly: A route service vessel passing the same stretch twice a day and reducing travel time by 30 minutes each time would save over 15 days of sailing annually.
This offers shipping companies significant fuel cost savings. Reduced fuel consumption translates to lower greenhouse gas emissions, thus benefiting the environment.
Data Integration Provides Better Tools for Pilots
With S-102 and other S-100-standard products, we are facing a development that promises significant improvements for navigation and route planning. The integration of depth, currents, tides, and other information will provide pilots with far better tools.
Many of these products are still in development, and we await their implementation with anticipation.
