92 nautical raster charts updated see GeoGarage news
Showing posts with label GeoGarage_news. Show all posts
Showing posts with label GeoGarage_news. Show all posts
Friday, May 16, 2025
Tuesday, May 13, 2025
Portugal (IHPT) nautical chart layer update in the GeoGarage platform
1 new rasterized chart based on ENC material added
see GeoGarage news
Monday, May 12, 2025
Croatia (HHI) nautical chart layer update in the GeoGarage platform
7 new rasterized nautical charts based on ENC material added and 100 charts updated
see GeoGarage news
Sunday, May 11, 2025
Saturday, April 12, 2025
Morocco-France : Royal Moroccan Navy to oversee nautical chart production
Chart 7713 (INT 1983) SHOM of the Agadir approaches in the GeoGarage platform
From Le7TV
A historic page is being written for the Kingdom of Morocco in the strategic field of marine cartography.
On Thursday April 10 in Rabat, an emblematic partnership agreement was signed between Morocco and France, officially transferring responsibility for the production and distribution of nautical charts of Moroccan waters to the Royal Navy.
This transition confirms the Kingdom's full control of one of the most technical levers of its maritime sovereignty.
The fruit of an exemplary cooperation initiated in 2008 with the French Navy's Hydrographic and Oceanographic Service (Shom), this handover testifies to the level of excellence achieved by the Hydrography, Oceanography and Cartography Division (DHOC), attached to the Royal Navy.
This is a major accomplishment that confirms Moroccan expertise in a highly strategic field previously reserved for a few maritime powers.
The signing ceremony, presided over by the Minister Delegate in charge of National Defense Administration, Abdellatif Loudiyi, and the French Ambassador to Rabat, Christophe Lecourtier, marks the culmination of an exceptional dynamic of technical, educational and scientific cooperation.
The signing ceremony, presided over by the Minister Delegate in charge of National Defense Administration, Abdellatif Loudiyi, and the French Ambassador to Rabat, Christophe Lecourtier, marks the culmination of an exceptional dynamic of technical, educational and scientific cooperation.
Morocco has officially taken over responsibility for producing and distributing marine charts of its territorial waters from France.
The Kingdom, now autonomous in the mapping of its territorial waters, is asserting its authority over its maritime areas and reinforcing its stature as a key player in naval security in the Atlantic and Mediterranean.
Raster charts from SHOM for the Coast of Morocco in the GeoGarage platform
A rise in scientific and strategic power:
From 2008 to 2024, Morocco patiently and methodically laid the foundations for its cartographic sovereignty.
From 2008 to 2024, Morocco patiently and methodically laid the foundations for its cartographic sovereignty.
Moroccan hydrographers were trained in Brest by the Shom, know-how was transferred and close cooperation led to the co-publication of 35 charts (18 electronic and 17 paper).
These charts, ranging from Sidi Al Hachmi in Mohammedia to the port of Tangier Ville, mark out an exemplary path of skill development.
Overview of the enc availablility from SHOM for the coast of Morocco
The launch of the Moroccan hydrographic and oceanographic vessel Dar El Beida in 2018, built in France by the Piriou shipyard in Concarneau, was a decisive milestone.
This flagship of the Royal Navy, equipped with cutting-edge technology, embodies Morocco's determination to explore, control and secure its maritime spaces with rigor and modernity.
FR377020, the first ENC co-produced by SHOM and DHOC (Division hydrographie, océanographie et cartographie de la marine royale marocaine) has been in service since December 19, 2011.
This co-production was implemented within the framework of the State-to-state administrative arrangement signed between Morocco and France in 2008.
This arrangement provides for a gradual transfer of France's hydrographic services responsibilities within the meaning of the Safety of Life at Sea Convention (SOLAS)2 .
It covers four main areas: maritime safety information, hydrographic surveys, marine cartography and training.
The initial aim of this arrangement is to train Moroccan personnel in hydrography and cartography, through a phase of co-production of charts between SHOM and DHOC, with the ultimate aim of enabling Morocco to produce, distribute and maintain its own charts.
With this in mind, in December 2009 SHOM and DHOC jointly signed the decisions to commission the first two paper charts produced by Moroccan cartographers, with SHOM's support.
This co-production was implemented within the framework of the State-to-state administrative arrangement signed between Morocco and France in 2008.
This arrangement provides for a gradual transfer of France's hydrographic services responsibilities within the meaning of the Safety of Life at Sea Convention (SOLAS)2 .
It covers four main areas: maritime safety information, hydrographic surveys, marine cartography and training.
The initial aim of this arrangement is to train Moroccan personnel in hydrography and cartography, through a phase of co-production of charts between SHOM and DHOC, with the ultimate aim of enabling Morocco to produce, distribute and maintain its own charts.
With this in mind, in December 2009 SHOM and DHOC jointly signed the decisions to commission the first two paper charts produced by Moroccan cartographers, with SHOM's support.
The co-production of this first electronic navigation chart in December 2011 marks a further step in the implementation of this state-to-state administrative arrangement.
This ENC covers the Moroccan coast from Mohammedia to north of Kenitra at a scale of 1:150,000.
It is based on the INT 1973 international chart co-produced by Morocco and France.
Assuming sovereignty, consolidating partnership:
By assuming full responsibility for the production and distribution of its nautical charts, the Kingdom of Morocco is once again demonstrating its ability to combine sovereignty and cooperation.
By assuming full responsibility for the production and distribution of its nautical charts, the Kingdom of Morocco is once again demonstrating its ability to combine sovereignty and cooperation.
Far from representing a rupture, the agreement signed paves the way for renewed collaboration between Morocco and France on common maritime issues, such as navigation safety, the preservation of marine resources and the fight against cross-border threats
This agreement is a striking illustration of the Kingdom's strategic vision, under the enlightened leadership of His Majesty King Mohammed VI, which places marine sciences and sustainable development at the heart of national priorities.
It also testifies to the scientific, technological and institutional rise of Morocco, now recognized as a benchmark player in hydrography and oceanography in the African Atlantic area.
By asserting control over its waters, Morocco is strengthening its authority, protecting its maritime interests and paving the way for an inclusive, sustainable and fully sovereign blue economy.
Saturday, April 5, 2025
Monday, March 24, 2025
Monday, March 17, 2025
Electronic charts officially replace paper
Comparison of Traditional NOAA Charts to NOAA Custom Charts (NCC)
From SoundingsOnline by Kim Kavin
The digital charts need work, and critics want to see improvement right away.
For the past half dozen years, the National Oceanic and Atmospheric Administration has been telling boaters that it plans to sunset its paper and raster nautical charts.
That process was completed this past December when the last of NOAA’s paper charts was canceled.
Now, if boaters want printed-out charts from the government, they have to use the electronic NOAA Custom Chart program.
Now, if boaters want printed-out charts from the government, they have to use the electronic NOAA Custom Chart program.
Instead of boaters being able to order an updated paper chart by number—say, NOAA Chart 13230 for Buzzards Bay, Massachusetts—the Custom Chart program creates paper charts from the agency’s Electronic Nautical Chart database.
This method satisfies regulations for larger ships, while recreational boaters can click on a defined area and then print out a chart based on their request.
But this new way to get corrected, printed-out charts is causing frustration.
But this new way to get corrected, printed-out charts is causing frustration.
NOAA Custom Chart of Pensacola Bay, Florida
CATZOC & notes
Separate 8.5-by-11-inch PDF pages contain notes and a zone of confidence or ZOC diagram, similar to the survey source diagrams seen on traditional nautical charts.
Separate 8.5-by-11-inch PDF pages contain notes and a zone of confidence or ZOC diagram, similar to the survey source diagrams seen on traditional nautical charts.
Lee Estes, owner and president of Maptech, says the Custom Chart program delivers a lot of the traditional information, but sometimes displays it incorrectly.
“They do have NOAA symbols on them, like the buoy symbols, so that’s good,” Estes says.
“They do have NOAA symbols on them, like the buoy symbols, so that’s good,” Estes says.
“And they have, from 2 feet away, the look and feel of NOAA charts, which is also good. They are all the same colors as a NOAA chart for the land, the marshes, all of that. Where the wheels start to come off the wagon is when you create a chart from the NCC. It has problems displaying chart information—and sometimes it’s a lot, depending on the chart you’re making.”
NOAA acknowledges these issues and says the next big fix for the system will happen in November.
“We are aware of those labeling issues, and we are actively engaged with our software vendor who produces the engine on fixing those engines,” Julia Powell, chief of the marine chart division at NOAA, told Soundings.
NOAA acknowledges these issues and says the next big fix for the system will happen in November.
“We are aware of those labeling issues, and we are actively engaged with our software vendor who produces the engine on fixing those engines,” Julia Powell, chief of the marine chart division at NOAA, told Soundings.
“I have had countless phone calls with them.”
To be clear, there don’t appear to be any major concerns using NOAA Custom Charts on multifunction displays where boaters can zoom in and click to see details.
To be clear, there don’t appear to be any major concerns using NOAA Custom Charts on multifunction displays where boaters can zoom in and click to see details.
The problems happen when the charts are printed out.
In the past, to provide clarity and prevent clutter on a chart, a label might have been rotated sideways so it wouldn’t overlay on top of something else.
In the past, to provide clarity and prevent clutter on a chart, a label might have been rotated sideways so it wouldn’t overlay on top of something else.
The way the new NOAA program works, some information, like bridge heights, is being printed on top of other information or being presented in some other way that makes it impossible to read.
“A human being with traditional charts would say, ‘Let’s put this label here and rotate it here and make sure nothing is covering it up so you could understand it,’” Estes says.
“A human being with traditional charts would say, ‘Let’s put this label here and rotate it here and make sure nothing is covering it up so you could understand it,’” Estes says.
“This program just takes the bridge information and throws it on top of everything. You can’t read anything but the top one, and that’s hard to read because of all the other stuff.”
Powell says most of the complaints NOAA is receiving are not from recreational boaters, who often rely on multifunction displays where the Custom Charts allow skippers to zoom in.
Powell says most of the complaints NOAA is receiving are not from recreational boaters, who often rely on multifunction displays where the Custom Charts allow skippers to zoom in.
The concerns are from companies that use NOAA charts to make things like printed-out, spiral-bound chart books.
“One of the reasons why NOAA opted to disband its traditional paper chart program is that we had sales figures,” Powell says.
“One of the reasons why NOAA opted to disband its traditional paper chart program is that we had sales figures,” Powell says.
The number of people purchasing paper charts “really was a very small bit of the market, whereas the electronic navigational chart is just really that primary market.”
Maptech is one of those companies that’s having problems, Estes says.
Maptech is one of those companies that’s having problems, Estes says.
From his perspective, there are no issues with boaters using electronic charts in general, but when boaters eventually want updated printed-out versions, they may be frustrated about what it takes to get them.
For instance, he says, companies like his will need to take more time to publish new editions while making all kinds of corrections.
“Not too many people have noticed this because not too many people have used a custom chart yet,” Estes says.
“Not too many people have noticed this because not too many people have used a custom chart yet,” Estes says.
“We, on the other hand, are looking at this much closer than the average person because we want to use this to correct our charts going forward, and we don’t want to find out after we print 5,000 books that people can’t read any of this information.”
Estes says NOAA should make fixing the problem more of a priority, since this system is now the only way to get corrected charts from the government.
“I would like some urgency in getting this corrected,” he says.
Estes says NOAA should make fixing the problem more of a priority, since this system is now the only way to get corrected charts from the government.
“I would like some urgency in getting this corrected,” he says.
“If people go to this government-sanctioned place to get government-sanctioned information, it’s not right. They owe us correct data that’s displayed correctly.”
Powell says that right now, the technology is not where NOAA wants it to be either, but the agency is continuing to work with its software vendor while also making improvements internally.
“Unfortunately, it’s never going to be like the old handwork, but we are trying to get it to where it is an acceptable solution,” Powell says.
Powell says that right now, the technology is not where NOAA wants it to be either, but the agency is continuing to work with its software vendor while also making improvements internally.
“Unfortunately, it’s never going to be like the old handwork, but we are trying to get it to where it is an acceptable solution,” Powell says.
“We continue to focus on that, and we hope with the next big software release, we should have significant improvement on navigation labeling sometime in November 2025.”
Links :
Links :
- GeoGarage blog :
NOAA invites public comment on the draft National Charting Plan /
NOAA seeks public comment on ending production of ... /
Electronic Navigational Charts: an update and some issues /
Rescheming and improving Electronic Navigational Charts /
Are NOAA nautical charts water depths in fathoms, feet or ... /
NOAA announces change in channel depths on raster ... /
NOAA to end printing paper nautical charts /
A nautical tradition fades with transition from printed to ... /
Why nautical charts are fun
Vietnam registers Tonkin Gulf sea boundaries with the UN under UNCLOS
source : https://www.un.org/Depts/los/
Chart_Vietnam_Baseline_Gulf_Bac_Bo
The UN confirms Vietnam has submitted its nautical chart and baseline coordinates for the Tonkin Gulf, reinforcing its maritime boundaries under the 1982 UNCLOS.
The United Nations Secretary-General has officially announced that Vietnam has completed the registration of its nautical chart and geographic coordinates related to the baseline used to determine the breadth of its territorial sea in the Tonkin Gulf.
The United Nations Secretary-General has officially announced that Vietnam has completed the registration of its nautical chart and geographic coordinates related to the baseline used to determine the breadth of its territorial sea in the Tonkin Gulf.
Vietnam's baseline registration at the UN
In a March 12 notification to UN member states, the Secretary-General confirmed that on March 7, the Government of Vietnam, in accordance with Article 16(2) of the 1982 United Nations Convention on the Law of the Sea (UNCLOS), submitted a nautical chart along with a list of geographic coordinates defining straight baselines for its mainland territory in the Tonkin Gulf and the outer limits of its territorial sea in this region.
On March 14, the United Nations website officially published detailed information on Vietnam’s baseline submission.
In a March 12 notification to UN member states, the Secretary-General confirmed that on March 7, the Government of Vietnam, in accordance with Article 16(2) of the 1982 United Nations Convention on the Law of the Sea (UNCLOS), submitted a nautical chart along with a list of geographic coordinates defining straight baselines for its mainland territory in the Tonkin Gulf and the outer limits of its territorial sea in this region.
On March 14, the United Nations website officially published detailed information on Vietnam’s baseline submission.
Additionally, the notification stated that Vietnam’s official declaration on February 21, 2025, regarding the baseline used to determine the breadth of its territorial sea in the Tonkin Gulf, will be included in an upcoming edition of the UN’s official publication, "Law of the Sea Bulletin".
Vietnam Coast Guard patrols the northern waters of the gulf of Tonkin
Links :
- HaiDuong : Declaration on baselines for calculating the breadth of Vietnam's territorial waters in the Gulf of Tonkin / Vietnam deposits at the United Nations nautical charts and baseline coordinates in the Gulf of Tonkin
- Vovworld : Vietnam deposits with UN baseline chart and coordinates in Gulf of Tonkin
Thursday, February 27, 2025
S-101: the next generation of Electronic Navigational Charts (ENCs)
From Admiralty by Thomas Mellor
What is S-101?
As part of the International Hydrographic Organization’s (IHO) new S-100 data framework, S-101 is the new standard being introduced for Electronic Navigational Charts (ENCs).
What is S-101?
As part of the International Hydrographic Organization’s (IHO) new S-100 data framework, S-101 is the new standard being introduced for Electronic Navigational Charts (ENCs).
Some of the most relevant S-100 products:
S-101 Electronic Navigational Chart (ENC):
S-101 Electronic Navigational Chart (ENC):
S-101 is the new product specification for Electronic Navigational Chart (ENC) datasets. It includes most of the characteristics of the current S-57 based ENCs but improves elements that will benefit from a more flexible framework. Compared to S-57, S-101 will enable easier data updating processes, software enhancements and improved symbology. Ultimately, S-101 will replace S-57 as the official chart data for ECDIS, as well as provide the base layer for all S-100 products and underpin e-navigation services development.
S-102 Bathymetric Surface:
S-102 Bathymetric Surface:
S-102 will provide maritime users with detailed bathymetric data as a coverage layer to improve decision making on ship navigation and for other purposes. S-102 enables end-users to generate 3D visualisations of underwater ocean floors, so-called high-definition gridded bathymetry (HDGB), to support safety at sea, facilitate precise navigation and improve route planning operations for navigators and pilots.
S-104 Water Level Information for Surface Navigation: S-104 is intended for the encapsulation and data transfer of tidal and water level data for use in an ECDIS or any proposed dynamic tide application. Tidal and water level predictions are fundamental in route planning and entry to ports for navigation and other purposes.
S-111 Surface Currents: An understanding of surface currents is an important factor in the safety of navigation as currents affect the motion of vessels. Surface current information may be considered auxiliary information that complements the S-101 ENC.
S-122 Marine Protected Areas: S-122 is intended to encode Marine Protected Area (MPA) information for use in ECDIS and other information systems. MPAs are protected areas of seas, oceans, estuaries, or large lakes. Marine Protected Area information may be considered supplementary additional information that complements the S-101 ENC.
S-129 Under Keel Clearance Management: S-129 intends to support maritime safety and efficiency of marine traffic by focusing on the clearance between vessel keel and bottom.
S-129 will help navigators plan sailings in areas with small margins between keel and vessel and provide information on the optimal sailing time based on water levels.
S-104 Water Level Information for Surface Navigation: S-104 is intended for the encapsulation and data transfer of tidal and water level data for use in an ECDIS or any proposed dynamic tide application. Tidal and water level predictions are fundamental in route planning and entry to ports for navigation and other purposes.
S-111 Surface Currents: An understanding of surface currents is an important factor in the safety of navigation as currents affect the motion of vessels. Surface current information may be considered auxiliary information that complements the S-101 ENC.
S-122 Marine Protected Areas: S-122 is intended to encode Marine Protected Area (MPA) information for use in ECDIS and other information systems. MPAs are protected areas of seas, oceans, estuaries, or large lakes. Marine Protected Area information may be considered supplementary additional information that complements the S-101 ENC.
S-129 Under Keel Clearance Management: S-129 intends to support maritime safety and efficiency of marine traffic by focusing on the clearance between vessel keel and bottom.
S-129 will help navigators plan sailings in areas with small margins between keel and vessel and provide information on the optimal sailing time based on water levels.
source : IHO
S-101 will be the product specification that defines how hydrographic offices construct and distribute ENCs for display in ECDIS, replacing the current standard, S-57, and will be fully interoperable with a wide range of other hydrographic and marine data sets as part of the wider S-100 ecosystem.
S-101 will be the product specification that defines how hydrographic offices construct and distribute ENCs for display in ECDIS, replacing the current standard, S-57, and will be fully interoperable with a wide range of other hydrographic and marine data sets as part of the wider S-100 ecosystem.
Why introduce a new standard for ENCs?
First developed back in 1992, S-57 was hugely successful in standardising how hydrographic data is created and shared. With the turn of the century, the industry saw the widespread adoption of digital navigation, including the mandatory carriage of ECDIS for all large vessels enforced by 2016.
Today, ENCs are the primary choice for navigation for the global fleet.
It is thanks to S-57 that over 50,000 vessels sailing internationally can rely on ENCs from over 100 different producers to be delivered in a common format – enabling seamless display on over 50 different ECDIS models.
But navigation technology has developed significantly in recent years and is being further enabled by remarkable advances in maritime connectivity.
But navigation technology has developed significantly in recent years and is being further enabled by remarkable advances in maritime connectivity.
As hydrographic offices seek to develop new data products, S-57 lacks the flexibility to truly accommodate mariners’ evolving needs.
So, by building on the success of its predecessor, S-100 is now being introduced as a universal data framework.
So, by building on the success of its predecessor, S-100 is now being introduced as a universal data framework.
For the first time, this framework will not only accommodate ENCs, but also a range of other marine data formats including bathymetry, water levels, surface currents, and more.
How will S-101 ENCs differ to existing ENCs?
S-101 will be the base layer for other interoperable data sets and will be much more flexible in accommodating a wide range of much richer information.
S-101 will be the base layer for other interoperable data sets and will be much more flexible in accommodating a wide range of much richer information.
While many aspects of the ENC will remain the same, there will be some key differences in the portrayal of navigational data – all developed with the mariner in mind.
Familiar look and feel
S-101 ENCs will actually retain the same familiar look and feel as the S-57 ENCs that mariners have come to rely upon.
Familiar look and feel
S-101 ENCs will actually retain the same familiar look and feel as the S-57 ENCs that mariners have come to rely upon.
This is intentional; ENC producers understand that familiarity is key to situational awareness and navigational safety on the bridge.
Therefore, when introducing a new generation of S-101 ENCs, the portrayal of information has been designed to be as clear and intuitive as possible.
Some subtle improvements have been made based on mariner feedback, which are explored in detail below.
Some subtle improvements have been made based on mariner feedback, which are explored in detail below.
Example of an S-101 ENC (Credit: OSI)
Intelligent text placement
When navigating using ECDIS, clarity and confidence is key.
However, often ECDIS users have to turn off textual information on an ENC in order to reduce clutter on screen, which can detract from important navigational information.
Similarly, text can often become overlaid and difficult to read.
In S-101 ENCs, intelligent text placement will be introduced, allowing for text to be positioned in a clearer, more user-friendly way.
In S-101 ENCs, intelligent text placement will be introduced, allowing for text to be positioned in a clearer, more user-friendly way.
Subtle improvements to the direction of text (e.g. along channels), deconflicting overlaid text, and positioning text more clearly around land boundaries will enable mariners to keep textual information turned on.
This will result in less clutter on screen and greater clarity on the bridge.
One major improvement of S-101 as compared to S-57 is the possibility for the cartographer to “control” the placement of a text on the ECDIS, so as to avoid overlap with other features or texts and allow mariners for a better readability.
Text placement on an S-57 ENC compared to an S-101 ENC
Improved buoyage symbology
Another visual improvement being introduced with S-101 ENCs is the display of buoyage.
Currently, the symbols for buoys on ENCs lack the helpful colour coding that can be found on paper charts.
Based on mariner feedback, the buoyage symbology in S-101 ENCs has been redesigned to allow for colour coding to help improve situational awareness.
This means if the mariner looks out the window at a cardinal buoy with yellow and black markings, the symbol on the ENC will display the same colours for additional clarity.
Current buoy symbology as displayed on an ENC
Colour buoy symbology in an S-101 ENC
(Credit: OSI)
Reduced alarm fatigue
Another issue raised by mariners that is being addressed with S-101 ENCs is the problem of alarm fatigue.
Often mariners have to deal with false or unnecessary alarms or warnings when planning and monitoring routes, which can become distracting and increase stress on the bridge – which can pose a risk to navigational safety.
To mitigate this, the IHO have reviewed the set features that would traditionally raise alarms of warnings within an ECDIS system, such as caution areas or obstructions.
To mitigate this, the IHO have reviewed the set features that would traditionally raise alarms of warnings within an ECDIS system, such as caution areas or obstructions.
S-101 ENCs will be encoded more intelligently with new ‘information objects’, which contain metadata about the ENC – which essentially gives ENCs producers more flexibility to encode features into an ENC in a way which doesn’t trigger unnecessary alarms and indications for the user.
Improved cyber resilience
Cyber security is undoubtably an increasing point of concern for mariners in today’s increasingly digital world.
Improved cyber resilience
Cyber security is undoubtably an increasing point of concern for mariners in today’s increasingly digital world.
With improved encryption and a more robust security scheme, S-101 ENCs – and S-100 data as a whole – will be more resilient to modern cyber threats.
As S-100 data is produced, new security schemes will mean that it will have to be digitally authenticated at every stage of the data pipeline – from when it leaves the hydrographic office, all the way to a vessels’ ECDIS.
As S-100 data is produced, new security schemes will mean that it will have to be digitally authenticated at every stage of the data pipeline – from when it leaves the hydrographic office, all the way to a vessels’ ECDIS.
This provides extra assurance of the security and integrity of the data being used to navigate.
Future-proof for autonomous vessels
Future-proof for autonomous vessels
Image credit: Tom Dickenson for ProMare IBM
Current ENCs have been optimised for human interpretation; they are specifically designed for use by a skilled mariner in conjunction with other complementary navigational information.
However, with the introduction of automated and autonomous technologies, S-100 data needs to be compatible and operational for vessels navigating without a full crew on board.
As such, S-100 data (including S-101 ENCs) will be fully machine readable and futureproof for the requirements of Maritime Autonomous Surface Ships (MASS), and the UKHO are currently leading a working group with other IHO members to fully understand and accommodate the evolving requirements for MASS technologies.
What does this mean for shipping companies?
Below are some of the frequently asked questions and key considerations from users, as posed at our recent panel discussions.
How will this impact data sizes?
Thanks to advances in Low Earth Orbit (LEO) satellite infrastructure, recent years have seen a significant improvement in maritime connectivity, which has enabled much more efficient and affordable data transfer from ship to shore – which we expect will continue to improve as the S-100 standards are made available over the coming years.
Currently the maximum file size for an S-57 ENC cell is capped at 5MB.
For S-100 data, this cap will be increased to 10MB to allow for richer data to be delivered to the mariner where beneficial, including other products within the S-100 ecosystem such as S-102 bathymetry surface data.
This does not mean all S-101 ENCs will be closer to 10MB in size, but it does provide a limit to the maximum file size that can be created by a hydrographic office.
The actual data sizes will depend entirely on the requirements of the navigator.
The actual data sizes will depend entirely on the requirements of the navigator.
For example, richer data will be able to be delivered for navigationally complex areas such as port approaches, where mariners would benefit from high resolution data to enhance navigational safety and precision.
However that granularity of information will not necessarily be required for ENC cells far out at sea.
How will this impact requirements for crew training?
How will this impact requirements for crew training?
In n order to be used safely and effectively, it will undoubtedly be important for crews to be trained and familiarised in the use of S-100 data.
In recognition of this, international committees are currently looking into the training requirements for S-100.
Any updates to seafarer training will be agreed and shared ahead of the implementation of S-100 data, so that mariners can confidently realise the benefits S-100 has to offer.
When will mariners be able to use S-101 ENCs?
The International Maritime Organization’s (IMO) new performance standard will allow shipping companies to fit S-100-enabled ECDIS from 2026.
When will mariners be able to use S-101 ENCs?
The International Maritime Organization’s (IMO) new performance standard will allow shipping companies to fit S-100-enabled ECDIS from 2026.
We are continuing to work closely with ECDIS manufacturers and other hydrographic offices to develop, test and trial S-100 data in line with the development of new S-100-enabled ECDIS models.
This does not mean S-57 data will become obsolete from 2026; new S-100-enabled ECDIS will also support the display of S-57 data alongside the new S-100 products.
from static to dynamic
From 2029, all new ECDIS installed should conform with the S-100 performance standard and the IMO will retire the current performance standard (S-57).
In practical terms, this means that any new ECDIS fitted on board (including retrofits) will have to be S-100 compatible from 2029.
Links :
- Admiralty : S-57 to S-101: Explaining the IHO standards for ECDIS
- IHO : NOAA's s-57 to s-101 ENC production transition plan / S-57 to S-101 Conversion Guidance (draft) / s-100 Project
- Hydro : Technology in Focus: S-101 – The new IHO Electronic Navigational Chart Product Specification / Key step forward in smart navigation with S-100 standards
- CHS : s-100 products and services
- GeoGarage blog : A new generation of data standards
Wednesday, February 12, 2025
As Greenland’s glaciers melt, Denmark charts the changing waters
DGA nautical chart Greenland Kort 2750
Mariners should be aware that the majority of the paper charts for Greenland were originally compiled in the 1960s.
The source material on which these paper charts are based had limitations, especially with regard to their geometric accuracy.
The positioning of the information in these paper charts (i.e. topography, including the coastline, and hydrography) is therefore not accurate.
Since the positioning accuracy that can be achieved with satellite navigation systems (for instance GPS) is better than that of the paper charts, mariners are advised to use sources of positional information other than satellite navigation systems.
The positioning of the information in these paper charts (i.e. topography, including the coastline, and hydrography) is therefore not accurate.
Since the positioning accuracy that can be achieved with satellite navigation systems (for instance GPS) is better than that of the paper charts, mariners are advised to use sources of positional information other than satellite navigation systems.
see DGA
From ESRI by Steve Snow
Danish Geodata Agency modernizes chart-making workflows to keep pace with Greenland’s melting sea ice and glaciers.
Electronic Navigational Charts give ship captains accurate, timely information.
Scientists, fishermen, and miners to benefit from better navigational charts of Greenland.
Denmark once experienced its own Titanic moment.
On its maiden voyage on Jan. 30, 1959, Danish liner MS Hans Hedtoft struck an iceberg off the coast of Western Greenland.
Electronic Navigational Charts give ship captains accurate, timely information.
Scientists, fishermen, and miners to benefit from better navigational charts of Greenland.
Denmark once experienced its own Titanic moment.
On its maiden voyage on Jan. 30, 1959, Danish liner MS Hans Hedtoft struck an iceberg off the coast of Western Greenland.
All 95 passengers and crew on board were lost, and the wreckage of the ship has never been found.
Like the Titanic, the ship had been described as unsinkable.
This tragic event sparked a flurry of navigational charting activity by Danish Geodata Agency.
This tragic event sparked a flurry of navigational charting activity by Danish Geodata Agency.
Prior to the incident, the world had long needed good charts for all of Greenland.
“In the 1960s, we used all available bathymetric and topographic sources in order to create the first set of Greenlandic charts,” said Rune Carbuhn Andersen, head of the Arctic Division of the Danish Hydrographic Office, a department within the Danish Geodata Agency.
“The coastline for the charts was established in the 1940s and 1950s, and it still forms the foundation for the majority of the Greenlandic charts available today. Though the charts were accurate for the time, we now have to georectify old data with new data to produce an update.”
The renewed charting effort comes at a time when the world’s eyes are on Greenland.
The renewed charting effort comes at a time when the world’s eyes are on Greenland.
Many compare the country to a canary in the coal mine for climate change because of its rapidly melting ice sheets.
Greenland’s navigational charts need to be updated to reflect the country’s changing coastline.
And scientists, eager to monitor the melting ice, need to know how to safely navigate the waters.
A tourist icebreaker moors off the coast of Greenland in Arctic waters.
Icebergs appear in the background.
Resource Challenges and Economic Opportunities
The possibility of ice-free Arctic waters is creating a growing demand for the region’s natural resources—minerals, uranium, petroleum, and fish once blocked by sea ice are now accessible and can become a part of global markets.
The largely untouched fish stocks drew interest first, given increasing pressure to feed the world’s growing population.
A recent historical agreement on fishing prevents an unregulated and chaotic free-for-all.
On the signing of this new accord, Denmark’s Minister for Foreign Affairs, Anders Samuelsen commented, “when the ice melts, we will face new challenges but also new opportunities. We need to manage both.”
With the melting, other new economic opportunities have come to this isolated island. Mining has recently emerged as a growth sector.
With the melting, other new economic opportunities have come to this isolated island. Mining has recently emerged as a growth sector.
A ruby pink sapphire mine operated by Norway’s LNS Group opened in 2017 and an anorthosite mine (a source for both calcium and aluminum) run by Canada’s Hudson Resources opened in February 2019.
China has expressed interest in mining and other natural resources extraction and has framed the idea of a ‘Polar Silk Road’ to develop shipping lanes and build infrastructure throughout the Arctic.
This growing global economic interest fuels the need for updated charts that can enable safe passage and navigation.
“It’s very important for us to get all of the navigationally significant information that we have in the charts as soon as possible,” Andersen said.
This growing global economic interest fuels the need for updated charts that can enable safe passage and navigation.
“It’s very important for us to get all of the navigationally significant information that we have in the charts as soon as possible,” Andersen said.
“We have one primary demand, and that’s safety at sea.”
The rapidly melting ice in Greenland has caught the world's attention,
increasing visits to this remote island.
Meeting the Safety Mission
Greenlandic waters are inherently dangerous, due to sea ice obstacles and unseen underwater rocks, frigid water temperatures, and swiftly changing weather.
“Fog and snow can come in very quickly,” Andersen said.
“If you’re in a big ship on a big route, it doesn’t matter that much. If you’re in a smaller boat, then it gets dangerous.”
The short summer season and large and complex state of Greenland’s surrounding waters makes frequent surveying impossible.
The short summer season and large and complex state of Greenland’s surrounding waters makes frequent surveying impossible.
The goal for Andersen and his team is to define and survey navigational routes.
They work to provide more than one route in a given area because fast-moving glacier ice often fills up an entire fjord, making the waters of a route unnavigable.
The Danish Navy produces most of the seabed mapping using multibeam echosounders.
The Danish Navy produces most of the seabed mapping using multibeam echosounders.
This type of sonar system measures the two-way travel time of sound waves transmitted from the vessel and received from a wide swath that is depth-dependent.
Precision in measurement of time, vessel motion, and seawater characteristics allows for accurate representation of the undersea canyons and submerged rocks that aid, or impede, navigation through the treacherous waters.
Icebergs, free-floating chunks broken from glaciers or ice shelves, also present an ongoing problem, although onboard ship radar has helped dispel some of that danger.
“When we have an accident it’s usually due to a lack of experience,” Andersen said.
Icebergs, free-floating chunks broken from glaciers or ice shelves, also present an ongoing problem, although onboard ship radar has helped dispel some of that danger.
“When we have an accident it’s usually due to a lack of experience,” Andersen said.
“We had an accident on a very well-known rock close to Nuuk [the capital], which is an area where new and georectified charts have been released. The accident wasn’t the result of old or incorrect charts, it was probably more related to human errors on the bridge of the ship.”
Sea ice in the Arctic Ocean off the east coast of northern Greenland.
Digital Transformation of Surveys, Workflows, and Charts
Starting in the 1990s, the Danish Geodata Agency spent much of its time and resources getting the charts of Danish waters ready for electronic navigational charts (ENC).
This next-generation data product pushed adoption of digital workflows, allowing charting agencies to make chart updates with data collected by modern survey instruments such as GPS receivers and multibeam soundings.
“My department recently toured the bridge of one of the supply ships from Royal Arctic Lines to see how they navigate,” Andersen said.
“My department recently toured the bridge of one of the supply ships from Royal Arctic Lines to see how they navigate,” Andersen said.
“They use the old paper charts along with radar, and they feel relatively safe. The problem is we can’t fit new data within these old charts and the world has long been moving to ENC.”
Capturing Greenland’s latest coastline data is an important part of the Danish Geodata Agency’s latest mission.
“Recognizing that we’re behind on Greenlandic chart production and not wanting to just sit on the latest data, we’ve tested an ENC Simple product,” Andersen added.
Capturing Greenland’s latest coastline data is an important part of the Danish Geodata Agency’s latest mission.
“Recognizing that we’re behind on Greenlandic chart production and not wanting to just sit on the latest data, we’ve tested an ENC Simple product,” Andersen added.
DGA nautical raster chart coverage in the GeoGarage platform
Greenland ENC coverage
GeoGarage Google Earth ENC catalogue viewer updated kmz file
“Where we have strong confidence on our coastline data, we have auto-generated depth data for ENC Simple using multibeam readings and soundings. We gave that to a few pilots in the summer and they liked it for its added security. If they saw an iceberg in the middle of their route, it gave them confidence that they could route around it without hitting any rocks compared to just using an old paper chart with very limited depth information.”
This test has led to further experiments.
This test has led to further experiments.
The Danish Geodata Agency must have complete confidence in this automation before it proceeds to production because if the automated chart misinterprets the depth of a channel or fails to record dangerous obstacles that were captured on previous charts it can be sued for negligence if mapping errors cause a shipwreck.
While automation has proven helpful to both sea captains and the agency, it has yet to pass the test of becoming the authoritative charting source.
Kort 1250 paper map (projection Qornoq 1927) scale 1:7500
DK5PAAKN ENC Paamlut / scale 1:4000 / 2022
“It’s a big task to reproduce all the Greenlandic charts and ENCs given the complexity of the data and the large geographic area of sea surrounding Greenland,” Andersen said.
“Despite the challenge, it’s a matter of years before we can release new charts with new GPS correct information.
In the meantime, we hope to supplement them with alternative products like ENC Simple. But right now, we are focused on improving automation and production to get there.”
Links :
- GeoGarage blog : Trump’s Greenland purchase plan has been a U.S. ambition since 1868
Monday, February 10, 2025
Happy Birthday, NOAA Coast Survey
218 years ago today, President Thomas Jefferson signed An Act to provide for surveying the coasts of the United States, and NOAA’s Coast Survey has helped mariners navigate with confidence ever since.
Our charting products and services have expanded considerably over the past two centuries–we’re surveying to help reopen ports within days following a disaster, and using uncrewed surface vehicles among countless other examples–but wanted to take this time to look back at nautical charts, then and now.
You can look through our comprehensive historical chart archive, which includes charts that even pre-date the Coast Survey.
Links :
Subscribe to:
Posts (Atom)