The Royal Institute of Navigation’s excellent new book on electronic charting is pretty tough on the use of smartphones as chartplotters, claiming their accuracy can be as poor as 200 metres or worse. I think they may be out of date on this narrow point of phone accuracy, which I’ll come back to in a later post. But in the meantime I’ve had a demonstration of a different smartphone problem, one I had not focussed on before: unreliability in cold weather.
One of the nicer things about lockdown (if there are really any at a time of rampant virus) is to go most days for long walks in the winter cold, which is how I discovered that my phone seriously dislikes low temperatures. Not just sub-zero, but any day with temperature near or below zero. When there’s a strong, chilling wind it even goes on the blink in an outside pocket with the temperature in high single figures.
Continue reading “Are phones reliable for navigation?”
Footnote to cruising the Scillies: piloting there is a reminder of the importance of proper Admiralty charts, because they show the age of the surveys on which they are based, unlike any of the proprietary ‘vector’ charts available on chartplotters.
The Scillies is a mixed area from this point of view. Some of the surveys of the area were last done in 1860 – 1904 by lead line, probably from boats carried on naval survey ships and rowed up and down in straight lines quite a long way apart, so rocks could easily be missed. Other parts of the islands were surveyed at a range of different dates in the 20th century. Continue reading “Is your chart relying on an 1860 survey?”
Several earlier posts covered inaccuracies in charts. Last week I came across yet another example in Cala de Portinax, a bay at the north end of Ibiza in the Balearics. This screen shot from my Navionics chart shows depths in a fair amount of detail: yet the numbers were wrong by a factor of three or four. Because of the modest depths shown, we motored in with great trepidation in Olivia Jane, a Beneteau 43 with a 2 metre draft. Yet we found the depths in the middle of the bay were all in the 11-13 metre range and even close in to the rocky shore we anchored in 8 metres. In contrast, the C-Map chart on the cockpit plotter gave no depths at all inside the bay, which is a safer option than mistaken information. We’ve fed this back to Navionics and await a reply, but the nagging question will always remain in future, even if this proves to be a rare mistake: can we trust the inshore information on these charts? What if the mistake had been the other way, showing 11 metres when only 2 metres was there? Do other brands of charts have similar errors? Continue reading “Chart errors (contd).”
To cut back seriously on paper charts, the greater vulnerability of equipment on a small craft to accidental damage would have to be taken into account, including lightning strikes. For small boats it is already possible to buy, at a price, extremely robust electronic systems, including waterproof laptops that withstand impacts (costing several thousand pounds), and high capacity lithium battery back-up packs; small back-up generators have also become cheaper in recent years and can be accommodated on many mid-sized cruising yachts.
At a cost, robust weather and shockproof electronic navigation with reliable backup systems should therefore be quite close to achievable now on a yacht. Even if we fall well short of the rigorous standards of an ECDIS system, we will not be carrying 100,000 tonnes of crude oil or thousands of containers, so perhaps we can be allowed to be rather less tough on the backup specifications. Similarly with training: new courses may be necessary, but perhaps not the 40 hours plus specified for ECDIS for commercial ship deck officers.
Continue reading “How to mimic big ship equipment”