39
1 INTRODUCTION
The aim of the INS, and e‐navigation, is to enhance
safetyofnavigation,bycollectingandprovidingvital
information in a user friendly manner for the
navigator. Ithasraised concern that navigators look
more at the displays than controlling the
surroundingsofthevessel,andconcerningthevisua
l
focus of the navigator there are not any industry
standard or recommendation on the use of the
integrated navigation system. Based on the Eye
Tracking data set and cross‐section knowledge from
aviation and other high‐risk industries (power
plants), this article aims to present a recommended
visualscanpa
tternforthemaritimenavigator.
1.1 IntegratedNavigationSystems
New vessels today are highly technological, also at
the ship bridge. The use of new sensors and
technology, which are highly integrated, are widely
used.AnexampleofsuchistheRollsRoyceUnified
Bridge(Rolls‐Royce,2015)inFigure1ortheK‐Bridge
INS(Kongsberg,2016),which goal is toincrease the
operational safety by efficient workflow which
reducesthecognit
iveworkloadforthenavigator.
The purpose of an Integrated Navigation System
(INS) is to enhance the safety of navigation, this is
done by providing integrated and augmented
functions to av
oid geographic, traffic and
environmental hazards (IMO, 2007, p. 2). An INS is
defined as such if workstations provide Multi‐
FunctionDisplays(MFD)integratedwithatleastthe
followingnavigationaltasks/functions:
RouteMonitoring
Collisionavoidance
and may provide manual and/or automatic
navigationcontrolfunctions(IMO,2007,p.3)
Scan Pattern for the Maritime Navigator
O.S.Hareide
RoyalNorwegianNavalAcademy,Bergen,Norway
R.Ostnes
NorwegianUniversityofScienceandTechnology,Aalesund,Norway
ABSTRACT:Themaritimehighspeedcraftnavigators`ultimateaimhasfordecadesbeentosafelyandefficient
navigatethevesseltoitsdestination.Thelastdecadeanincreaseduseoftechnologyhasarrivedatthemaritime
shipbridge.TheuseofElectronicChartsandIntegratedNavigationSystemshasrevolut
ionizedmuchofthe
work of the navigator, withthe aim of enhancing the safety of navigation. The amount of information has
drasticallyincreased,andtheneedforaproperinformationmanagementandanefficientvisualscanpattern
hasbeenidentified.Lookingtootherindustriesthi
shasbeenintroducedwithsuccess,andinthispaperthe
authorspresentaproposedscanpatternforthemaritimenavigator.Theanalysisisbasedonaneyetracking
datasetcollectedfromsimulator‐andfieldstudiesonboardtheworld’sfastestlittoralcombatship.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 11
Number 1
March 2017
DOI:10.12716/1001.11.01.03
40
Figure1. PSV Stril Luna Integrated Navigation System
(courtesyofRolls‐Royce).
TheINScanconsistofseveralparts,butthemost
importantnavigationsensorsforthenavigatoris:
Electronic Position Fixing System (EPFS) (e.g.
GNSSasGPS)
Headingcontrolsystem(HCS)(e.g.Gyro)
Depthsensor(EchoSoundingSystem,ESS)
Speed and distance measurement (SDME) sensor
(e.g.ElectromagneticLog)
TheINSalsoneedssystemsandsensorswhichcan
provide:
Collisionavoidance(e.g.RadarandAIS)
Routeplanningandmonitoring(e.g.ECDIS)
TrackControlSystem(TCS)(e.g.Autopilot)
These sensors and systems are interconnected in
some type of network (e.g. NMEA2000, Ethernet,
etc.).
Themaritime bridge has
become more and more
digitalized the past years, and retrofitted and new
shipbridgesareequippedwithseveralMFDs. These
MFDscanpresent
1 Electronic Chart Display and Information System
(ECDIS) application, which most commonly
consist of an Electronic Navigation Chart (ENC)
withnavigationsensorsintegrated.
2 Radio Detection and Ranging
(RADAR)
application, which is a terrestrial navigation
system using radio waves to determine range,
angleorvelocityofobjects.
3 Conning application, which aim is to make key
information available for efficient monitoring.
Conning information gather all relevant sensor
informationand navigation data at a glance, and
aimstoimprove
accessibilityforthenavigator.
1.2 E‐navigation
The International Maritime Organization (IMO) is
currently working on an initiative called E‐
navigation.
The purpose of E‐navigation is to improve
electronicinformationexchangeto:
Enhanceberth‐to‐berthnavigation
Provide simplificationto improve safety, security
andenvironment
Facilitateand
increaseefficiencyofmaritimetrade
andtransport.
Withthisinmind,e‐navigationaimstominimize
navigational errors, incidents and accidents through
the transmission and display of positional and
navigational information in electronic formats
(Weintrit,2011).
Thelastdecadeshaveseenhugedevelopmentsin
technology within navigation and communication
systems.
Although ships now carry Global Satellite
Navigation Systems (GNSS) and have reliable
Electronic Chart Display and Information Systems
(ECDIS),theiruseonboardisnotfullyintegratedand
harmonizedwithotherexistingsystemsandthoseof
other ships and ashore. The work with Integrated
NavigationSystemPerformanceStandardandwithe
‐
Navigation will enhance this integration and
harmonization.
Currentlysomeyardsarelookingatopensystem
architecturefor holistic and user‐friendly integration
ofmultisupplierbridgesystemstoe‐navigation,such
as the Vard (Fincantieri) Open Bridge (Tennfjord,
2016).
1.3 Limitationsandearlierworkwiththedataset
Thecurrent
data setis collectedin daylight in good
visual conditions (Hareide and Ostnes, 2016a). The
data set and its` analyses is described in detail in
earlierwork.Ananalysisoftheuseofsimulatorshas
beendiscussed(HareideandOstnes,2016a),together
with the use of eye tracking data when
assessing
humanmachineinterface(Hareideetal.,2016),anda
maritimeusabilitystudywiththeuseofeyetracking
data(HareideandOstnes,2016b).
2 BACKGROUND
2.1 Controlstrategiesinthemaritimedomain
Withtheintroductionofmoresensorandtechnology
to the ship bridges, the degree of automation has
increased.
There is an ongoing discussion of how
much knowledge and skills, and of what type, the
modern ship navigator needs when it comes to the
useofINS(TorskiyandTopalov,2013).However,the
craftsmanship of navigation has stayed the same
duringthepasthundredsofyears,andthe methods
of earlier days without digital displays still applies
(Norris,2015).
The Royal Norwegian Navy Navigation
Competence Centre (RNoNNCC) has teached and
trained navigators to the Royal Norwegian Navy
(RNoN)for 200years,andeventhough the syllabus
haschangedsignificantly,thebasicmethodologyhas
stayed the same. Navigation starts with proper
planning. With a good plan in hand, it is easier to
conductasafepassage.Inconductingapassage,itis
importantthatthenavigatorhasamethodologytobe
usedduringthevoyage.Themethodologydeveloped
by the RNoNNCC has parallels to the DYNAV
methodology (Forsman et al., 2011),
but is an
extended version. The methodology is shown in
Figure2.
Notethatthefourphasesofnavigationareutilized
after a thorough planning process (as described in
41
SOLAS)hasbeenconducted,andisthemethodology
that the navigator is using during the watch. The
methodology fits on any type of vessels, but the
process is more demanding in confined water and
withhigherspeed.ThisisalsosimilartotheOODA‐
loop (Richards, 2004), which is a
decision‐making
strategywiththereoccurringcycleofobserve‐orient‐
decide‐act.
Figure2.TheFourPhasesofNavigation
Phase1consistsofthepreparationbeforeaturnis
initiated. In this phase it is important to gather and
highlight all relevant information to successfully
conducttheturningphase.
Phase2isthecriticalturningphaseforthevessel,
where the vessel alters course. In this phase it is
imperative
that the navigators` focus is on the
conningandsurroundingsoftheships,tomakesure
theturnisexecutedcorrectly.
Phase 3 consist of the control phase after an
alteration of the course. Immediately after the turn,
the navigator collects information to establish
whether or not the ship is
in the predicted (and
correct) position. This phase also consists of the
reoccurringcycleofpredictingthesetand drift, and
alsopredictingthesurroundingtrafficpattern.
Phase 4 is the transit phase, where the vessel is
transitingbetweentwowheelover points(WOP).In
this phase it is important that
the navigator
continuouslymonitorsthepositionofthevessel,both
byvisualandconventionalcontrolmethods(Hareide,
2013).Phase3and4isaniterativeprocess untilthe
next planned WOP is reached and the phases of
navigationstartsoveragain.
Figure3. Overview of the Four Phases in Maritime
Navigation.
Theshiftfrompaperchartstoelectronicchartswas
madetoenhancethesafetyofoperations.Afteryears
of experience, it is clear that the introduction of
ECDIS also increases complexity (Wingrove, 2016).
This complexity can be shown with a figure that
outlines the navigational and human factors which
implieswhen
conductingelectronicnavigation.
Figure4.SafeandEfficientElectronicNavigation
As shown in Figure 4 above, an important part
related to the conduct of the passage is the weather
and visua l conditions. If the visual conditions are
poor,onemustuseconventionalmethods(e.g.useof
radar)forcontrollingthepassage.
The Figure also shows the importance of system
awareness as
a navigator. Situational awareness
consists of three components; spatial awareness,
system awareness and task awareness. System
awarenessis needed to keep the navigator informed
aboutactionsthathavebeentakenbythesensorsand
systems (automated processes), and it is imperative
forthenavigatortoknowwhatstatethesystem
isin
(automation). Compared with Figure 4,
Sensor/System and automation is important to
maintain a desirable System Awareness for the
navigator(Wickens,2002).
Combining Figure 1 and Figure 4 illustrates the
importance of and amount of knowledge needed
aboutthenavigationalfactorsforthenavigator.
2.2 Controlmethodsinaviation
Fitts
etal.(1949)conducteda seriesofinvestigations
in order to gather information about the pilots` eye
movements during instrument approaches. This
researchsubsequently resulted and formed the basis
fortheclassic“T”arrangementofinstrumentsaround
theattitudeindicator,asshowninFigure5.
42
Theattitudeindicatorisinthetopcenter,airspeed
indicator top left, altimeter top right and heading
indicatorundertheattitudeindicator.Theothertwo,
turn‐coordinator and vertical‐speed indicator, are
usually found under the airspeed and altimeter.
Theseinstrumentsareessentialforthecontrolofthe
flight.
When
conductingaflightinaviation,therearetwo
setsofrulesfortheaviatortounderstand.Thisisthe
Visual Flight Rules (VFR) and the Instrument Flight
Rules(IFR).Ingeneralterms,theIFRmeansflying“in
thecloud”andthepilotonlynavigatesbyusingthe
instrumentsinthe
cockpitwhichrequiresaIFRflight
planandaninstrumentrating.
Figure5.BasicT‐arrangement(ASB, 2016).
The instrument scan reflects the information
needed for the pilot (Brown et al., 2002). There are
several studies which collects Eye Tracking data in
ordertoanalyzewhichinstrumentsandAOIthepilot
most commonly uses (van de Merwe et al., 2012,
Haslbeck et al., 2012, Yu et al., 2016), also
when it
comes to visual scanning of the cockpit and the
outside surroundings of the aircraft (Colvin et al.,
2005).WheninVFR the mostimportantareaforthe
pilot to observe is the outside, and the pilot should
havetolookawayfromtheoutsidefortheminimum
period
of time (RIN General Aviation Navigation
Group,2016).
Integrity is the measure of the trust that can be
placedinthecorrectnessofthereceivedinformation
supplied by a (integrated) navigation system,
quantified by horizontal‐ and vertical alert limits
(HAL and VAL) (Groves, 2013). The demand for
integrityin thesystem
designin aviationis high. In
theFlightManagementSystem(FMS),integrityofthe
sensorismonitored.Theaviatorreactsonanintegrity
breach warned by the FMS, and initiate an
(emergency)procedureifsooccurs.
2.2.1 Scanpattern
Scan pattern is a known terminology when it
comestoaviation
(FAA,2016,p.552).Itisstatedthat
ofthebodiessenses,visionisthemostimportantfora
safeflight.Oneoftheimportantareasforefficientuse
ofvisionisthetechniqueofscanningwheninflight.
The Scan (AOPA, 2009) is a technique used to
optimize the vision
for collision avoidance. It states
that there are no “one size fits all” technique, but
recommends a timesharing technique, such as block
scan, to efficiently search for threats in the
surroundings.Thistechniquedividesthehorizoninto
blocks,eachspanning10to15degrees.Itisimportant
thattheeye
fixatesatthecenterofeachblock,because
the eye needs one to two seconds to adjust, before
theycanfocus.Focusingoneachpointallowstheeye
to detect any potential conflicts within the foveal
field,aswellasobjectintheperipheralareabetween
thecenterofeachblock
scan.
In aviation there are two primary block system
scans,side‐to‐sidescanningmethodandfront‐toside
scanning method. The side‐to‐side scanning method
starts at the left of the area and make a methodical
sweeptotheright,pausingineachclockofviewing
to focus
the eye. At the end of the scan, the pilot
return to the panel. The front‐to‐side scanning
method starts at the center of the visual field and
movestotheleft,focusingineachblockthenswing
quicklybacktothecenterblockafterreachingthelast
block on
the left and repeat the performance to the
right(AOPA,2009).ThisisshowninFigure6.
Figure6.BlockSystemScan(AOPA,2009)
Whenconstructingascanpattern,oneshouldkeep
in mind that a scan tends to be most concentrated
towardthecenterregionofthevisua l field,avoiding
theedgesofadisplay(Wickensetal.,2015).Thescan
patternandHMIshouldthusbedesigntoadhereto
this.
Inthe
literaturereviewtherearenotanyfindings
of scan pattern related to the use of a maritime
integratednavigationsystem.
2.2.2 LinkAnalysis
Link Analysis is a data‐analysis technique which
canbeusedtoevaluateconnectionsbetweenpointsor
nodes. Link analysis is used when it comes to
handling
information overload. When a user is
confronted with a vast amount of information and
data, data analysis techniques are required to make
anefficientandeffectiveuseofthedata.Byutilizinga
heuristic‐based tool one can distill rules from
knowledgeusingstructureddatasuchaseyetracking
data. A
scan pattern analysis for the maritime
navigatorbasedoneyetracki ngdataconsistsofa link
analysis.Thiscouldcontribute toamoreefficientand
effective use of the data collected by the navigator
fromtheINSandthesurroundingsoftheship.
2.3 EyeTracking
Eye movements collection in
aviation have been a
topicofinterestforover60years(Glaholt,2014).The
collectedinformationhasbeenusedasawindowonto
operator`sprocessingofinformation,andhasresulted
inawholerangeofapplication.
43
With the use of Eye Tracking Technology, it is
possible to collect and analyze data regarding the
eye`smovement.Inthesimplestterms,eyetrackingis
ameasurementoftheeye`smovement.Byanalyzing
thisdata,oneoftheproductsistoidentifythesearch
patternofthesubject(Holmqvist
etal.,2011).
2.3.1 EyeTrackingdataset
The data set to conduct this analysis is collected on
board the Royal Norwegian Navy Corvettes (Figure
7).TheCorvettesaretheworld’sfastestcombatship,
capable of speedsexceeding 60 knots. It has an INS
fromKongsbergDefenseAgency(KDA).
Figure7.Skjold‐classCorvette
Thetotalamountofrecordedeyetrackingdatais
nearly3hours,andthedatasetisfurtheroutlinedin
earlierwork (Hareideand Ostnes,2016a, Hareide et
al.,2016).
Figure8.AreasofInterest
TheAreasofInterest(AOIs)weredefinedas:
Outside (AOIO): Consists of the surroundings of
theships,andaredefinedbytheboundariesofthe
windowsattheshipsbridge.
ECDIS (AOIE): The Electronic Chart Display and
InformationSystem(ECDIS)whichispresentedon
the MFD in front of
the navigator. AOIE also
consists of the Route Monitor window (AOIM)
which is in the lower right corner of the ECDIS
software
Radar(AOIR):Theradarapplication,presentedon
thecenterMFDontheshipsbridge.
Conning (AOIC): Consisting of the displays,
consoles and autopilot related to the
propulsion
andsteeringoftheship.
White Space (AOIW): The other areas than those
definedbytheAOIs.
2.3.2 EyeTrackingmetrics
To identify the search pattern of the navigator,
bothraweyetrackingdataandattentionmapscould
beused.
Fixation is defined as the state when the eye
remainsstilloveraperiodoftimeonaspecificpoint
(Holmqvist et al., 2011). Fixation time can thus be
used as an indicator to analyze how efficient the
navigatorsscanningtechniqueis.
A saccade is defined as the rapid eye movement
between fixations (ibid.). The amount of saccade
could
reveal if there are improvements in the
scanningtechniqueofthenavigator.
The dwell time is defined as the total amount of
timespentinthespecificAOI,asshowninFigure8.
Dwell timecan be used to identifyif the navigators
spendtoomuchtimeina(given)AOI.
Figure9.Dwelltimeindataset
Attention maps such as a scan path presentation
will visualize the scanning technique for the
navigator. A scan path is also known as a scan
pattern, and originates from the work of Noton and
Stark (1971) which defined the term as the fairly
abstractconceptofafixedpaththatis
characteristicto
aspecificparticipantandhisorhersviewingpattern.
Today, a scan pattern is defined as the route of
oculomotor events through space within a certain
timespan (Holmqvist et al., 2011), and is shown in
Figure9.
AfixationinFigure9isshownasa circle,and
the
size of the circle reflects the fixation time. The lines
betweenthecirclesreflectsthesaccades.
It is also interesting to look at time‐sharing
visualization,withtheuseofsequencecharts(figure
11),inordertobetterunderstandandanalyzewhere
thenavigatorfocushis/herattention.
The sequence chart
is a good visualization
technique when it comes to analyzing how much
time, and how long, the navigator looks at different
AOIs.
44
Figure10.ScanPattern
Figure11.SequenceChart
One could further analyze the eye tracking data
forlook ‐backsandbacktracks,whichisoutlineinan
article on the use of eye tracking data for maritime
usabilitystudies (Hareide and Ostnes,2016b).When
establishing a recommended scan pattern for the
maritimenavigator,itisofinteresttorevealif
there
are any design issues in any of the essential
equipmentforthenavigator.Theinformationshould
beaccessible,andintherightcontextofuseprovide
effectiveness and efficiency for the navigator (ISO,
2010).
EyeTrackingdataisusedtocompareanoviceand
experiencednavigator(Forsmanetal.,
2012),andhas
also been used to study the effect of stress at the
maritime bridge during a passage (Pedrotti, 2014).
Eyetrackingmetricsshowedagoodpotentialinboth
evaluatingnovicesvsexperiencedboatdrivers,andin
analyzingtheeffectsofstressatthemaritimebridge.
VanWestrenen(1999) examined
Rotterdam Pilotsto
establish the dwell time in different AOIs, with the
aim of quantifying the amount of time the pilot
spendslookingoutthewindow.Hisstudyshowsthat
the pilots spends 90% of the time looking out the
window,checkingthesurroundingsoftheship.
2.3.3 Analysisof
EyeTrackingdata
Inthecollecteddataset,thenavigators`dwelltime
ispresentedinFigure8.Itisidentifiedinearlierwork
thatflawsinHMIstealsattentionfromthenavigator,
andbyadjustingthis,moreattentioncanbeallocated
to the surroundings of the ship (AOI
O). In industry
quality it has been developed models to predict the
amountoftimefordetection.Thereisaconcurrence
betweenthesearchtimeavailableandtheprobability
of detection (Wickens et al., 2015, p. 78). For the
navigator this implies that the amount of time
searching the surroundings should
be as high as
possible.
Whenlooking atthescanpatterncollectedinthe
existing data set, AOI outside, ECDIS and radar
stands out as important in the scan pattern for the
maritimenavigator(Figure9).
Figure12.Averagefixationtime(ms)inAOIs
The average fixation time in AOIO reflects the
importanceofgivingtheeyetimetoactuallylookfor
objectsinthesurroundings,whichisalsoreflectedin
scanningtheoryfromaviation.
3 UTILIZINGTHEINTEGRATEDNAVIGATION
SYSTEM
In order to better exploit the integrated navigations
system in conducting a passage, a need has been
identifiedto
developan efficient visual scan pattern
for the maritime high speed craft navigator. Link
analysis theory can be applied in order to make an
efficientandeffectiveuseofthecollectedeyetracking
data.
3.1 Recommendedscanpattern
The primary Area of Interest for the maritime
navigator is the surroundings (AOI
Outside, AOIO)
of the ship (Norris, 2010). When conducting a
passage,the navigator continuously cross‐checksthe
informationcollected from the integrated navigation
system.Dependentonweatherandarea,RADARor
ECDISwillbethesecondmostimportanttoolforthe
navigator.Duringnighttimeorbadvisibility,RADAR
is an
important navigation aid. When visibility is
good,visualscanningsupplementedwithECDISwill
be the primary navigation aid for the navigator.
Monitoringtheconninginformation,withtherudder
45
anglesandtrust,isimportantforthesafeconductof
thepassage.
The methodology of navigation (Figure 2) is the
foundationoftherecommendedsearch pattern. This
methodologyimplieswhichinformationthatmustbe
extractedfromtheINSduringapassage:
DuringPhase1(preparation),informationmustbe
gatheredfrom
theECDIS.Thisinformationshouldbe
easyaccessible(Hareideetal.,2016)forthenavigator,
whichagainresults in a short time sequence for the
navigator to collect this information, which will be
reflectedinthesequencechartinFigure11.
InPhase2,theattentionoftheNavigatormust
be
briefly at the conning to see rudder response, and
mainly at the surroundings of the vessel (AOI
O) in
order to continuously control that the vessel is
heading in the right (planned) direction. The
secondary turning indicators should have an HMI
whichsupportsthis(HareideandOstnes,2016b).
Phase 3 starts immediately after the vessel has
turned to its` new course. Based on the information
collected in Phase
1, the navigator controls the
headingmarkandcourse.Basedontheanalysisofthe
EyeTrackingdata,itcouldbenecessarywithalook‐
back.Alook‐backcanconstituteafailureofmemory
(Gilchrist and Harvey, 2000), and could imply in
Phase 3 if the information collected in
Phase 1 is
forgotten(humanerror/limitationorpoorHMI).Itis
alsoalimitationofhowmuchinformationfromPhase
1thenavigatorcanmemorizeanduseinPhase3.
Phase4isoftenthelongestphaseofthevoyage,as
it consists of the time between turning points.
Dependent on
the environment, this will vary. In
littoral waters and in high speeds, the transit phase
canbeveryshort(60knots(111km/h),1nauticalmile
(NM)=1minute).Incontradiction,onajourneyin20
knots (37 km/t) between Bergen and Aberdeen (310
NM),thetransitphasecanbe
morethan12hours.
In the transit phase, the navigator controls the
position, and continuously adjust the plan. The
amount of controls is also dependent on the
environment, and on the error and biases in the
sensors used in the integrated navigation system. If
the errors and biases is known to
be high (e.g.
terrestrial positioning), the position must be
controlledoften.Iftheerrors/biasarelow(e.g.GNSS
as primary positioning), the control can be at
increasingintervals.
Thefoundationin the FourPhases of Navigation
must be aligned with a “Maritime Scan”, based on
TheScanfromaviation(AOPA,
2009,FAA,2016).
Based on the Collision Regulations (ColReg), a
vesselhastogivewayforavesselontheirstarboard
side (IMO, 1972). Based on this fact, the Maritime
Scan should be based on a Front‐to‐Side scanning
method, with reference to Figure 6. The Maritime
Scanshouldstart
from thecenter, move tothe right
(starboard)side,backtothecenter,continuetotheleft
(port) side and return to the center (Figure 13, The
Maritime Scan). The amount of side scan should be
basedoncollisiontheory(Grepne‐Takle,2010,p.26).
1
λ
T
O
O
V
sin
V
(1)
Iftheown ship travels at30knots (V
O),andyou
assume that all other vessels (targets) travel at not
more than 6 knots (V
T), the search width must be
morethan23,1degrees(α
O)toeachside.Thisiswith
a safety margin (λ) of two used in Equation 1. This
impliesthatthehighspeedcraftnavigatormustscan
an area with a width of >46.2 degrees (α
O*2). When
deciding the width of the visual scan, Equation 1
couldbeused.
Itisimportanttostressthattheeyeneedstofixate
atthecenterofeachblock,becausetheeyeneedsone
totwosecondstoadjust,beforetheycanfocus.Thus
thenavigatormust“rest”the
eyeineachblock.Asin
aviation,10degrees’blocksarerecommended.
BetweeneachScan,thenavigatormustcontrolthe
sensor data in the INS. The Maritime Scan consist
thusoftwosubparts,thescaninthesurroundingsof
theship(outside)whichisbasedoncollisiontheory,
andthe
instrumentscantogainsystemawarenessof
theINS.
Figure13:TheMaritimeScan
The metrological conditions for conducting the
passage is essential when it comes to the scanning
pattern and the amount of attention to the Areas of
Interest. As in aviation, the maritime has in general
two categories. In good visual condition, Visual
Sailing Mode (VSM) applies. When the visual
conditions deteriorate, and
increased use of
conventional control (such as radar) is used,
ConventionalSailingMode(CSM)applies.
Table1. Attention in AOIs in different metrological
conditions.
_______________________________________________
AreaofInterestVSM CSM
_______________________________________________
Outside(AOIO)80% 5%
ECDIS(AOI
E)10% 15%
Radar(AOI
R)7%75%
Conning(AOI
C+(AOID)3%5%
_______________________________________________
ThetimedistributioninAOI
OandAOIEinVSSPis
basedonthebenefitsofbetterGUIandHMItogether
withamoreefficientsearchpattern.Thiswillprovide
more time for the navigator to control the
surroundings (AOI
O) of the ships, compared with
Figure 8. The amount of time spent focusing on the
radar is slightly increased, due to the essential
informationwithregardstocollisionavoidancewhich
can be provided by the radar. The time distribution
46
forcollectingconninginformationisthesame,dueto
the benefits of a better HMI and GUI by displaying
thisinformationinanMFD.
InCSM,thenavigatormustpaymostattentionto
the Radar (AOI
R), as this is an important terrestrial
navigation aid when conducting a passage during
restrictedmetrologicalconditions. Note also thatthe
ColRegs state that any vessel at all times should
“maintainaproperlook‐outbysightandhearingas
well as by all available means appropriate in the
prevailing circumstances
and conditions so as to
makeafullappraisalofthesituationandoftheriskof
collision” (IMO, 1972). The navigator spends more
time in the ECDIS (AOI
E) because of the increasing
information requirement in restricted metrological
conditions.Thenavigators needtowithdrawessential
information such as (but not restricted to) parallel
indexes, safety indexes and radar turning indexes
when in CSM. The time distribution increases for
Conning information, due to the increased
importance of the navigator checking
the key
informationforthemachinerystatuswhennothaving
anyvisualaidfromlandfall.
4 CONCLUSION
Theefficientuseofscanpatternshasbeenknownand
used for other professions than the maritime.
Defining a recommended scan pattern for the
maritime navigator, in relation to different
metrological conditions, can
contribute to a more
efficient interaction between the navigator and the
INS.Thiswillprovidebettersituationalawarenessfor
thenavigator,andthusprovideasaferpassage.
TheMaritimeScanconsistoftwosubparts,where
the first consist of the outside scanning on the
environment.Thewidthofthescanningarc
isbased
on collision theory, and by dividing this scan into
blocks and conducting a front‐to‐side scan, a better
situational awareness is expected. The second part
consist of the sensor and system data in the
navigations system. This data is integrated and
presented in the three applications ECDIS,
RADAR
and Conning. The scan is conducted to increase
system knowledge, and to identify if there are any
errorsorbiasesinthesensorsorsystem.Theamount
oftimeineachofthesubpartswillvarywithregards
tothemeteorologicalconditions,andaruleofthumb
with regards to
dwell time in the different areas of
interestispresentedinTable1.
TheuseoftheMaritimeScanwillbetterutilizethe
spatial and system awareness for the maritime
navigator, and as a consequence situational
awareness will increase which will enhance safe
navigation.
4.1 Furtherwork
Collectadata
settoverifytheeffectoftheproposed
MaritimeScan.
Collect a data set with navigation in poor
visibility/nighttime (CSM) and compare the findings
withthecurrentdataset(VSM).
Implement the findings in existing syllabus and
taughtcoursesatRoyalNorwegianNavalAcademy.
4.2 Acknowledgement
Thisworkcouldnothave
beenaccomplishedwithout
thegreatsupportfrom:
Royal Norwegian Navy Navigation Competence
Centerforfinancialsupport.
RoyalNorwegianNavyCorvetteandCrewwhich
participatedinthecollectionofthedatasets.
The Norwegian University of Science and
Technology (NTNU) Aalesund and Institute for
Energy Technology (IFE) for
providing Eye
TrackingGlasses.
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