Mobiles have had a bad press as navigational tools, but if I were forced to choose one single piece of electronics to take to sea it would be my phone. That’s not a popular view among professionals.
Instructors, coastguards and rescue services learn of many cases where boat owners, especially of powerful motor yachts and RIBs, set off for the open sea with nothing beyond a chart app on a mobile phone, and no knowledge of the underlying skills needed to navigate safely. For the Royal Yachting Association, mobiles are well down the list of recommended priorities, because of the risk that they will be used badly. Textbooks give stern warnings that you must not use them for navigation.
Continue reading “…and a phone to steer her by”
The British government turns out to have been ahead of the game on the satellite risks I mentioned last month, with a £36 million programme just announced to prevent navigational satellite failures damaging the economy by as much as £1 billion a day. It is feared that the entire country has become over-dependent on a handful of satellite systems.
Continue reading “February – averting satellite disaster”
Emergency services, the energy grid, mobile phones, Satnav, broadcasting and other communications, the Stock Exchange and an array of other activities all rely heavily on the super-accurate timing provided now by navigational satellites such as GPS and similar systems. There are life-threatening risks from failure, says the government.An image of a third generation Lockheed Martin GPS satellite
The new investment is in a National Timing Centre to create a network of super-accurate atomic clocks around the UK, accessed through ground-based communications, so that the economy will no longer be over-reliant on timing from GNSS signals from the sky.
GNSS is the term that embraces the US GPS, the first system, Russia’s GLONASS satellites, Europe’s new Galileo and also a rapidly developing Chinese system.
Galileo failed completely for a while last year during its start up phase, because of operator errors, and there are now many examples of interference with GNSS systems and malicious ‘spoofing’, in which navigation instruments are fooled into thinking they are somewhere else. The heart of all navigation by satellite is accurate timing, without which positions cannot be fixed.
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?”
Data published by the International Hydrographic Organisation shows up a surprising fact: the UK and Ireland are below Turkey in the league table of survey quality by area of national waters. Spain, Portugal and France score much higher than the UK. Continue reading “Marine survey accuracy”
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”