Creation of Ship Navigation Data Using Simulation Technology in Training Module

All ships need navigation data to ensure they stay on track during course-changing maneuvers. Navigation data are usually obtained by shipyards while conducting turning trials at sea. The aim of this research was to generate navigation data for warships, such as the Leander Class Frigate (LCF). The research was conducted using the Ship Bridge Simulator (SBS) simulation technology at the Maritime Centre of the National Defence University of Malaysia (NDUM). Turning trials were conducted at various speeds, rudder angels, and heading changes. Distance to new course, advance and transfer have been tabulated for LCF navigation data. Navigation experts validated the data by nautical chart plotting. The data were found to be highly reliable for the training module. The research was successfully conducted and generated LCF navigation data. The navigation data collected are highly accurate and effective for the naval cadet navigation training module at the NDUM. The SBS software is highly suitable for turning trials and navigation data generation.

The Cartographer Sets Sail: Eyewitness Records and Early Modern Maps

In this article I examine early nautical charts and isolarii, or island books illustrated with maps, for evidence that indicates the maps were made on the basis of first-hand observation by the cartographer. There are very few claims on early nautical charts that the charts were created based on the cartographers’ own observations. I suggest that these claims are rare because chart-making was more an artistic enterprise than as a medium for recording discoveries. This conception of nautical charts changed with the advent of the Age of Discoveries, and claims that charts were made based on eyewitness information become more common. The case with isolarii is very different, although the maps in isolarii derive from the nautical chart tradition. Some of the creators of isolarii claim that their works were based on first-hand experience, but not always truthfully. Other authors neither sailed among the islands they describe nor claim to have visited them.

Solusi Akses ENC S-63 Pushidrosal Untuk Kapal Angkatan Laut, Pangkalan Dan Marinir

PLI (Peta Laut Indonesia) dan ENC (Electronic Nautical Chart) adalah produk utama Pushidrosal sebagai lembaga hidrogafi yang dipergunakan untuk keselamatan navigasi. Konvensi SOLAS (Safety of Life at Sea) mengatur bahwa peta navigasi laut yang legal adalah produk dari lembaga hidrografi yang menjadi perwakilan negara di IHO (International Hydrographic Organization). IMO (International Maritime Organization) telah mewajibkan program ECDIS (Electronic Chart Display Information System) mandatory terutama bagi kapal – kapal yang digunakan untuk pelayaran internasional. Hal tersebut mendorong semakin berkembangnya ENC (Electronic Nautical Chart) sebagai produk utama lembaga hidrografi. Pushidrosal mendistribusikan ENC dengan standar S-63. Standar ENC S-63 menjamin keamanan data melalui metode enkripsi. KAL (Kapal Angkatan Laut), Pangkalan Angkatan Laut dan Marinir memerlukan peta laut yang di-update secara periodik sebagai data referensi wilayahnya. Idealnya unit – unit tersebut mempunyai ECDIS agar dapat mengakses ENC S-63 sebagai produk yang update setiap bulan, namun terkendala oleh biaya yang mahal. Hambatan tersebut kini dapat diatasi dengan adanya software ECS (Electronic Charting System) OpenCPN yang dilengkapi dengan S-63 plugin. Dengan kemampuan tersebut, OpenCPN memberikan solusi bagi KAL, Pangkalan dan Marinir untuk dapat mengakses dan memanfaatkan produk ENC S-63, sehingga peta laut yang menjadi referensi adalah peta digital yang selalu dapat di-update secara periodik dengan mudah.

An Analysis on the Shape Changes of the Korean Peninsula on the British Charts of the 19th Century and identification of Factors that Influence the Changes

<p><strong>Abstract.</strong> Modern nautical charts, the result of scientific coastal research and survey, had been made from late 18th century, and at the end of 19th century almost of the world had been charted. Different to the neighbouring countries such as China and Japan, Korean peninsula had not been accurately charted until the end of 19th century. Moreover, during the 19th century, the shape of Korean peninsula had been changed several times in the Western nautical charts. However, in the academic circle of the history of cartography, this case was scantly examined. In this presentation, this author, firstly, analyse the changes in the shape of the Korean Peninsula on the British Charts in the 19th Century and, secondly, identifies factors that influence the changes. For this research, British nautical charts, which are the representative and finest charts during the 19th century in the world, are selected. Examined charts are ‘Map of the Islands of Japan Kurile &amp; C.’ (Year of 1811, 1818) of Aaron Arrowsmith (1750&amp;ndash;1823), the hydrographer to his majesty, ‘The Peninsula of Korea (No.1258)’ (year of 1840, 1849) and ‘(Preliminary Chart of) Japan, Nipon Kiusiu and Sikok and a part of the coast of Korea (No. 2347)’ (Year of 1855, 1862, 1873, 1876, 1892, 1898, 1902, 1914) of the British hydrographic office. According to the analysis, major shape changes of the Korean Peninsula were occurred in 1818, 1840, 1849, 1855, 1862, 1873, 1876, 1892, and the shape of the Peninsula became perfect in the chart of the year 1914.</p><p>Meanwhile, the factors of the shape changes of the Korean peninsula in these nautical charts were various voyages, expeditions, and military surveys to Korea. For example, the change in the map of 1818 was initiated by the voyage of the captain Basil Hall in 1816 to the west coast of Korea, and the change in the map of 1840 was made by the map of Korea of A.J. von Krusenstern (1770&amp;ndash;1846) and the voyage of H.H.Lindsay (1802&amp;ndash;1881) to the west coast of Korea in 1832. Moreover, the modification of 1849 was made by the outcome of E. Belcher’s scientific survey around Jeju Island and other southern islands of Korea. In 1852, French admiral G. de Roquemaurel (1804&amp;ndash;1878) surveyed eastern coast of Korea and drew nautical chart and this chart became the source of the British chart of the year 1855. A Russian admiral, Yevfimy Putyatin (1803&amp;ndash;1883), also surveyed east side of the peninsula and triggered the change of nautical chart of eastern part of Korea. During French campaign against Korea in 1866 and United States expedition to Korea in 1871, French and American navy surveyed west-middle part of the peninsula and added detailed coastline of it and British chart also reflected these changes. The Japan-Korea treaty of 1876 enabled coastal survey of the Korean peninsula by the Japanese navy by the article 7, which permitted any Japanese mariner to conduct surveys and mapping operations at will in the seas off the Korean Peninsula's coastline. By virtue of the treaty, Japan could directly surveyed coastline of Korea and could make updated nautical charts of Korea. These Japanese charts were circulated to the Western countries and British hydrographers made the best use of them. Thanks to this situation, the British admiralty could update the chart of Korean peninsula and the perfect one published in 1914.</p><p>This analysis contribute not only to understand how and why the shape of Korean peninsula changed in British nautical charts during the 19th century, but also to add the historical case of the map trade and geographical knowledge circulation in East Asia.</p>

Early Modern Nautical Charts and Maps: Working Through Different Cartographic Paradigms

Of all the technical and scientific developments that made possible the European maritime expansion, the nautical chart is perhaps the least studied and understood. This fact is very surprising as it was with the information contained in those charts, and later imported to geographical maps and atlases, that the newly discovered lands were first shown to the European nations. There was, however, a deep incompatibility between these two cartographic paradigms—the nautical charts and the geographical maps—which remained unsolved throughout the sixteenth century and beyond, despite the attempts to harmonize the technical principles of Ptolemy’s Geography with the advances of nautical cartography. An eloquent symptom of such incompatibility was the difference between what was understood as an accurate depiction of the Earth, in the eyes of cosmographers and geographers, and what was considered by the pilots as an accurate nautical chart. The misunderstandings around these issues during the early modern period and the unsuccessful attempts at reconciliation were, in great part, the cause for some polemics among cosmographers, cartographers and pilots, such as the conflict in the Casa de Contratación around the charts of Diego Gutiérrez, a fact not entirely understood by historians. At the core of the difficulty lies the circumstance that only in the present day has the true nature of the nautical chart, as a navigational tool, started to be clarified. How the differences between geographical maps and nautical charts contributed to shape the History of Cartography in various periods, and how they are related to conflicting scholarly objectives and practices, is the subject of this essay. We will show, using the results of cartometric analysis, that not only were those artifacts constructed using different principles and with different purposes, but that they belonged to incompatible cartographic paradigms, and we will argue for the relevance of this fact for the history of science.

The Updating of the Nautical Chart Number 69 on Java Sea Area for Safety Navigation of Sailing

Indonesia is the largest archipelagic country in the world that has become one of the main routes in international marine trade by contributing 40% of all international marine trade routes. The importance of waterways in international trading demands the existence of nautical chart for navigation. Time after time, the sea changes, therefore nautical chart needs to be update especially on the area that has a high marine traffic density such as Java Sea which currently has developed an electronic map for navigation, however paper charts are still needed for planning shipping line, the navigation on small boats and backup of charts on large ships. The aim to be achieved from this research is the availability of the latest paper chart which is appropriate with IHO standard S-4, INT1 (symbols, abbreviations and terms used on charts), INT2 (the boundary lines, gradient, grid and linear scale) and Chart Number 1. Updating chart number 69 was created by using data Electronic Navigation Chart (ENC) Northen part of Central Java region, data raster paper chart number 69 the ninth edition of the second expenditure, survey data 2017 in Cirebon and the Eastern part of Java Sea and Indonesian Notice to Mariners number 11-29 year 2017. Data obtained from the Pusat Hidrografi dan Oseanografi TNI-AL. The software used in production of nautical chart is Paper Chart Composer (PCC). Then it was added the updated data and information to the chart. The result of production a chart were corrected using digital and manual quality control analysis to eliminate errors in the process of production chart. As a result of updating nautical chart number 69 is that some of the objects that had been corrected have errors so it needs to be repaired until no more errors occur. The updating paper chart was already matched to standard IHO S-4 and INT1. The visualization of paper chart in accordance with the standard IHO INT2 and Chart number 1. The avaibility of paper chart number 69 with the update of data on the area of the Java Sea has been accomplished and can be used by mariner to navigation.

Automated Identification of Discrepancies between Nautical Charts and Survey Soundings

Timely and accurate identification of change detection for areas depicted on nautical charts constitutes a key task for marine cartographic agencies in supporting maritime safety. Such a task is usually achieved through manual or semi-automated processes, based on best practices developed over the years requiring a substantial level of human commitment (i.e., to visually compare the chart with the new collected data or to analyze the result of intermediate products). This work describes an algorithm that aims to largely automate the change identification process as well as to reduce its subjective component. Through the selective derivation of a set of depth points from a nautical chart, a triangulated irregular network is created to apply a preliminary tilted-triangle test to all the input survey soundings. Given the complexity of a modern nautical chart, a set of feature-specific, point-in-polygon tests are then performed. As output, the algorithm provides danger-to-navigation candidates, chart discrepancies, and a subset of features that requires human evaluation. The algorithm has been successfully tested with real-world electronic navigational charts and survey datasets. In parallel to the research development, a prototype application implementing the algorithm was created and made publicly available.