BazTech - Yadda

1

Proposal of ECDIS simulation tests for dredging activity in seaports: A project management approach

Kaizer Adam

Zeszyty Naukowe Akademii Morskiej w Szczecinie

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2023

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nr 73 (145)

29--34

EN

The main purpose of dredging is to maintain the required depth of harbors and marine and inland waterways. Any investment work in port infrastructure should be planned in such a way as to minimize interference with the port operations and vessel traffic. The research aims to analyze work scenarios involving a proposed dredging fleet using a Navi-Trainer Professional 5000 navigational and maneuvering simulator connected to the Transas Navi-Sailor 4000 navigation information system. An analysis performed using these electronic chart display and information system (ECDIS) simulators allows the operational parameters of the dredging project to be determined. These parameters include driving time, time taken to fill a TSHD dredger to full capacity, scale of maneuverability of the dredger within the port area, and determination of the safe distance between dredging vessels and other ships. The proposed solution may be supplemented with additional computer-based programs, providing a valuable tool in the research and monitoring of planned and current dredging projects.

2

The role of the ECDIS on the development of situational awareness – a study on grounding accidents

Barić M., Grbić L., Peričin L., Jelic R.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2023

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Vol. 17 No. 1

219--225

EN

Vessel grounding accidents can potentially cause catastrophic marine accidents with environmental pollution and loss of life and economy. New systems introduced to improve safety of navigation should not be cause them. Today, the ECDIS is the main cartographic system and must therefore be an appropriate aid to support seafarers in building situational awareness with the relevant information needed for safe navigation. This paper describes the development of situational awareness and its features after which the maritime grounding accidents, in the period from 2008 to 2019 are analysed. Due to importance of the ECDIS, only ECDIS related accidents were considered. The aim of this paper was to determine which error ceased the development of good situational awareness and to determine whether there is a certain pattern by which to predict future errors and thus act preventively on them. This study shows at which situation awareness level those errors occurred and which SA demon affected the seafarers to perform an error.

3

Evolving ECDIS: concept development through different manufacturer models comparison

Žuškin S., Brčić D., Uroda M., Strabić M.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2023

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Vol. 17 No. 1

227---234

EN

The Electronic Chart Display and Information Systems (ECDIS) became inevitable central navigational tool for effective voyage planning and voyage monitoring execution. Furthermore, each model comprises numerous navigational and other display components, each of them with its limitations, reliability and simplicity. This is also supported by the fact that there is a large number of approved manufacturer systems on the market. Apart from fulfilling the performance standards regulated by the International Maritime Organization (IMO), the system models differ significantly regarding handling, interface, and interpretation of data and information, therefore biasing the required knowledge and the purposefulness of the system. The aim of this study is to determine navigators’ response in ECDIS comparison of different manufacturer models to identify pros and cons of specific tasks, features and other navigational functions. The present work is based on international survey in form of questionnaire conducted among ECDIS stakeholders. Answers are presented and discussed, revealing certain shortcomings of specific manufacturer ECDIS system. On the other hand, the analyses show the significant advantages of each system, potentially leading to creation of the ideal system from the end-user’s perspective. The proper configuration of ECDIS should standardise functions and display considering different types, and undoubtedly resolve a problematic issue as a consequence of numerous ECDIS models and their diversities.

4

Time to revise the IMO’s guidance on good practice for the use of electronic chart display and information system (ECDIS)

Weintrit A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 3

523--531

EN

In the course of developing the publication "Recommendations on usage of ECDIS and preventing incidents" [19] by members of the Oil Companies International Marine Forum (OCIMF), they have identified the importance of sharing information on a malfunction of an ECDIS. The problem was discussed in the forum of the International Maritime Organization (IMO). As a consequence, there was a necessity to modify the IMO’s ECDIS – Guidance for Good Practice. This guidance is intended to assist smooth implementation of ECDIS and its ongoing safe and effective use on board ships. In the new version of this document (second revision), new important terms appear, such as: type approval authority (TAA), type approval certificate (TAC), letter of acceptance (LOA), declaration of conformity (DOC). In this article, the author tries to present the problem and describe the actions taken by the appropriate IMO bodies.

5

Revision of the IMO’s performance standards for ECDIS. Three versions of performance standards in use

Weintrit A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 4

675--683

EN

Traditional marine navigation methods are replaced by new solutions that use computers. Electronic Chart Display and Information Systems (ECDIS) are mandatory almost on every vessel [24],[25]. ECDIS not complying with regulations is an existing problem and a hazard for seafarers and the marine environment. But unfortunately, there is a deficit or even lack of procedures for checking whether ECDIS meets related performance standards. Regulatory bodies of the maritime industry are now contemplating how to tackle this blunder [1]. SOLAS regulations V/18 and V/19 [24], requires that in order to achieve chart carriage requirements (in terms of SOLAS Convention), the ECDIS equipment must conform to the relevant IMO performance standards. ECDIS units on board of the ships are required to comply with one of three performance standards (either IMO resolution A.817(19) [18], as amended [19],[20], or resolution MSC.232(82)) [21], or resolution MSC.530(106) [23], depending on the date of their installation. In this article, the author tries to explain the differences in these three documents. Along with technological progress, the equipment becomes more and more advanced and technologically sophisticated. This applies to both hardware, software and databases. ECDIS software developers should use the right tools, including incorporate automated self-tests into their products and shipping companies should employ maintenance strategies to improve ECDIS compliance [1], taking into account that time is running quickly.

6

A comparison study between advance transfer technique and advance transfer mathematical model using bulk carrier ship: cross-track distance validation by percentage change and mann whitney u test

Kamis A. S., Ahmad Fuad A. S.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 3

541--551

EN

One of the methods of efficient course alteration is through the accurate identification of the WOP by ATT. ATT is widely used by mariners worldwide, and recently, the technique has been restructured and enhanced into ATMM. To prove the efficacy of ATMM over ATT, a few types of ships have been used to carry out the manoeuvring analysis. This study extends the analysis by using a bulk carrier ship. A ship simulator was used for a manoeuvring simulation study, which was carried out to verify the differences between these two methods. Throughout the manoeuvring simulation study, XTD data for each simulation was monitored and verified by XTL compliance, percentage variation, and the Wilcoxon-Mann Whitney U Test via IBM SPSS. It was found that the ATMM can produce a significantly improved WOP compared to ATT and is suitable to be used onboard a bulk carrier ship. This research's finding is expected to contribute as evidence to strengthen ATMM's efficiency so that it can be accepted as an ECDIS algorithm for ship navigation.

7

Which radar and ECDIS functionalities do nautical officers really need in certain navigational situations?

Hochgeschurz S., Motz F., Grundmann R., Kretzer S., Thiele L.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2021

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Vol. 15 No. 1

73--81

EN

Today’s navigation systems risk information overload and display clutter due to the multitude of available functionalities and information. Different navigational situations present differing challenges to the navigator, because of varying traffic or maneuvering conditions. This suggests that the need for information and functionalities on ECDIS and radar systems depends on the navigational situation, which was investigated by means of an online questionnaire. A sea voyage was divided into three situations, ranging from narrow maneuvering in port areas, to confined navigable waters, and open sea. N = 80 navigators completed the questionnaire. A compound priority measure was calculated to express the need for each functionality. Approximately half of the functionalities were prioritized in a situation dependent manner and substantially more functionalities were prioritized higher on ECDIS than on radar systems. The results have strong implications for aligning navigation systems more with user needs in the sense of a human-centered design approach.

8

A concept explanation on the development of wheel over point mathematical model for efficient course alteration

Kamis A. S., Ahmad Fuad A. F.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2021

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Vol. 15 No. 4

795--798

EN

This concept paper described the process of bridging the gaps in one of the methods for determining wheel over point (WOP). WOP is a marking made on charted courses to indicate a point at which a ship should change course. Identifying WOP is vital to avoid the vessel overshooting the planned track. One method for determining WOP is the advanced transfer technique. However, two issues were identified while reviewing this technique. Therefore, an improved mathematical model could be developed to overcome these problems. A manoeuvring analysis using a ship simulator will be performed to test the developed mathematical model's efficacy. The data obtained from the simulation study can be validated further by its adherence to the cross track limit, reduction in percentage change, and using IBM SPSS for the Mann-Whitney U test. The developed mathematical model is expectantly capable of producing a better track-keeping function and suitable for use onboard a cargo ship. The mathematical model also could be implemented as an algorithm in the Electronic Chart Display and Information System to help navigators make more efficient course changes.

9

Status of ECDIS type specific training and gap in the rules

Komitov Dimitar, Belev Blagovest

Scientific Journal of Gdynia Maritime University

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2021

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nr 117

27--36

EN

Introduction of the Electronic Chart Display and Information System as the main navigation system on board a ship is one of the most significant developments in the maritime industry in recent years. Training of deck officers for its use is a key element for safe and effective work. According to international requirements, two types of training for covering the system are required – Operational Use of Electronic Chart Display and Information System and Type Specific training. Due to a lack of clear regulations for conducting Type Specific training, the producers apply their own training regulations for issuing certificates. Because of this, many seafarers face problems during their type specific training. The article examines and analyses different practices implemented by the producers regarding their Type Specific training for seafarers, the advantages and disadvantages of the above-mentioned procedures and training centre requirements as well. Examples of incidents resulting from improper use of ECDIS are provided. The authors present their experience as lecturers and instructors at the Nikola Vaptsarov Naval Academy training centre in respect to ECDIS type specific training.

10

With regard to the autonomy in maritime operations – hydrography and shipping, interlinked

Wróbel K., Weintrit A.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2020

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Vol. 14. no. 3

745--749

EN

With change being the only thing that is constant, modern world is undergoing a disruptive change to many aspects of everyday life. Covering 70% of our planet, oceans and industries connected with them are of no exception. The apparent drive towards autonomization in shipping will not only change the way vessels are navigated, but will affect virtually all services needed for the vessels to be navigated. These include not only the design of ships themselves, training of their crews, remote supervision of onboard processes, but also the extremely important - yet not always appreciated - domain that allows for a safe navigation: maritime hydrography. This paper discusses some insights on how the autonomous vessels and future hydrographers may benefit from each other.

11

Using GIS to obtain Celestial fix under the framework of an ECDIS System

Tsou M. C.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2020

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Vol. 14. no. 3

675--680

EN

This study proposes a simple method for obtaining a celestial fix, developed within a Geographic Information System (GIS) under the framework of an ECDIS system. The underlying principle is dependent on the most fundamental theory in celestial navigation; the circle of position (COP) of the celestial bodies is plotted to find the fix. Through the spatial data processing, analysis, and visualization capabilities available in GIS, a celestial fix may be obtained directly from plotting. This eliminates the limitations associated with finding the fix manually using a paper map, but also avoids the cumbersome work and inaccuracy of the traditional Intercept Method (IM) or the complicated, and often obscured, computation involved in numerical methods. The proposed method is simple and accurate, and it applies to problems involving two or more celestial bodies and high-altitude observations. It provides a reference for the development of a celestial positioning module in an ECDIS system, and could also be integrated into an educational program on electronic celestial navigation.

12

Impact of chart data accuracy on the Safety of Navigation

Acomi N.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2020

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Vol. 14, no. 2

411--415

EN

Conducting navigation by using electronic charts is not an option anymore. With few exceptions, vessels shall carry on board electronic navigational charts and Electronic Chart Display and Information Systems. The official electronic charts are issued by or on behalf of the authority of a Government, authorized Hydrographic Office or other relevant government institutions. These nautical charts are compiled from multiple data sources, some modern and very comprehensive, while others older. The accuracy of data, named “Category Zones of Confidence – CATZOC”, differs among various navigation areas. The navigation officers of the watch rely on the chart data to calculate the safety parameters and to plan the route in advance for the intended voyage. The aim of this paper is to emphasize the impact which the data accuracy has on the safety of navigation. For this purpose, a model vessel was considered in a Strait of Dover bridge simulation scenario, assuming good weather conditions without swell or current. The Safety Contour was defined using a mathematical formula which incorporated the under keel clearance, the squat effect and the tide levels. Then, the Safety Contour was examined considering the chart data accuracy. The results of this analysis contribute to increasing awareness and better understanding of CATZOC influences on the identification of safe waters during navigation.

13

Hydrology of tidal waters at the glacier terminus and their Impact on hydrographical surveys and navigation safety

Pastusiak T.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2020

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Vol. 14, no. 2

425--431

EN

The data analysed in the paper are related to the hydrology of tidal waters at a tidewater glacier terminus. Set of data was collected in the wide span of time from 2009 till 2015 in the Nordaustlandet and Southwest Spitsbergen near various tidal glaciers terminus. The data are related to tidal phenomenon, calving glacier, drifting ice, hydrology of brackish water from ice of glacial origin and theirs consequences on safety of navigation. Thus, results of analysis of hydrological data may serve for improvement of safety of maritime transport in polar regions on high latitudes in vicinity of tidewater glaciers. The research work was part of the reconnaissance of hydrological and hydrographic conditions for the needs of other studies. Measurements were taken at the Kamavika inlet leading from the Hans Glacier to-wards Hornsund fjord (Southern Svalbard). Based on above data, the causes of disturbances and errors of hydrographic measurements that may occur in area of occurrence of brackish water layer and their influence on errors of digital information displayed in ECDIS systems as well as prediction of ice conditions and safety of watercrafts in vicinity of glacier terminus and on anchorage were described.

14

Raising awareness on cyber security of ECDIS

Svilicic B., Brčić D., Žuškin S., Kalebić D.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2019

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Vol. 13, no. 1

231--236

EN

In the maritime transport, the Electronic Chart Display and Information System (ECDIS) has been developed into a complex computer-based ship critical operational technology system, playing central roles in the safe ship navigation and transport. While ECDIS software maintenance is regulated by the International Maritime Organization (IMO) ECDIS performance standards and related circulars, underlying software and hardware arrangements are implemented by ship-owners and supported by ECDIS equipment manufacturers. In this paper, we estimate ECDIS cyber security in order to study the origin of ECDIS cyber security risks. A set of ECDIS systems is examined using an industry-leading vulnerability scanning software tool, and cyber threats regarding the ECDIS backup arrangement, underlying operating system and third party applications are studied.

15

A critical analysis of IMO S-Mode Guidelines

Zalewski P.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2019

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Vol. 13. no. 4

841--846

EN

Circular on “Guidelines for the Standardization of User Interface Design for Navigation Equipment”, commonly known as “S-Mode Guidelines”, has lately been approved by International Maritime Organisation. Its potential impact on default and common user settings of radar equipment, electronic chart display & information system, and integrated navigation system has been discussed in the article. Several issues that should be considered during technical implementation of the circular provisions and follow-up familiarization of navigators with the affected equipment have been identified.

16

The idea to develop standard icons to control ecdis functions as part of s-mode proposal in the implementation process of the IMO

Weintrit A.

Archives of Transport System Telematics

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2019

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Vol. 12, iss. 4

36--44

EN

This paper presents the consequences resulting from the guidelines on the display of navigation-related information elaborated by the IMO, related to ECDIS, as part of S-Mode proposal in the implementation process of e-Navigation concept. The idea to develop standard icons to control the chart display functions in ECDIS is discussed. The use of these icons will ensure that navigation information presented on ECDIS screen will be displayed in a harmonized manner on the ships’ navigational bridge. Today many function-related icons vary across different electronic chart systems and between producers. The paper provides information on icons, symbols and abbreviations that required standardization. It was necessary to develop standard icons whose consistency will allow easy and intuitive use of user interfaces of different navigation systems.

17

Accuracy of bathymetric data in electronic navigational charts

Weintrit A.

Zeszyty Naukowe Akademii Morskiej w Szczecinie

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2018

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nr 55 (127)

60--69

EN

Navigational charts are essential tools for marine navigation. But how accurate are the navigational charts that we use when going sailing? Do we really know how much faith can be placed in them? All charts, whether paper or electronic, contain data, which varies in quality due to the age and accuracy of individual surveys. In general, remote areas away from shipping routes tend to be less well surveyed, and less frequently, while areas of high commercial traffic are re-surveyed frequently to very high levels of accuracy, particularly where under-keel clearances are small. It is quite accurate to consider a chart as a jigsaw of individual surveys pieced together to form a single image. Having the necessary skills to determine how much confidence should be placed in the surveys, which combine to form a chart, should be a requirement for any sailor venturing into unfamiliar waters. When the International Hydrographic Organization (IHO) developed the S-57 standard for Electronic Navigational Charts (ENCs), this problem was recognized and it was decided that the quality of survey data used to compile ENCs had to be encoded within a composite data quality indicator ‘Category of Zone of Confidence’ (CATZOC) to assist seafarers in assessing hydrographic survey data and the associated level of risk of navigating in a particular area. According to IHO S-67, the accuracy of Electronic Navigational Charts is not impressive and leaves much to be desired. The author discusses these apparent shortcomings of ENCs and present erroneous approaches to this problem, so common in the seafaring community.

18

SBAS integrity data in e-navigation systems

Zalewski P.

Prace Naukowe Politechniki Warszawskiej. Transport

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2016

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z. 113

495--506

EN

The paper presents the usable form of SBAS integrity data presentation in e-navigation systems. The usability testing of ECDIS display augmented with innovative SBAS integrity data tool was based on the IMO’s Guidelines on Software Quality Assurance and Human-centred Design for e-Navigation. By incorporating the eye tracking techniques into the procedure it was possible to measure the visual attention distribution and the cognitive workload. The applied usability evaluation method proved that the seafarers were able to successfully perform primary operations of the systems reasonably upgraded with SBAS integrity tool and raise their situation awareness, regardless of the type and specifications of the system and their knowledge and experience with the system.

PL

W artykule opisano przyjazny dla użytkownika sposób prezentacji danych wiarygodności (integralności) GNSS pozyskiwanych z SBAS w systemach e-Nawigacji. Test użyteczności zobrazowania ECDIS z danymi SBAS został oparty o wytyczne IMO: „Guidelines on Software Quality Assurance and Human-centred Design for e-Navigation”. Poprzez włączenie do procedury testu technik okulograficznych możliwe było zmierzenie koncentracji wzrokowej użytkownika oraz jego obciążenia poznawczego. Zastosowana metoda oceny pozwoliła dowieść, że nawigatorzy byli w stanie wykonać podstawowe operacje na systemach wyposażonych w narzędzie SBAS podobniejak na systemach bez tego narzędzia równocześnie podnosząc swoją świadomość sytuacyjną.

19

Efektywna domena statku na akwenie ograniczonym i jej zastosowanie w systemach statkowych

Wielgosz M.

TTS Technika Transportu Szynowego

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2015

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R. 22, nr 12

1635--1642, CD

PL

W artykule przedstawiono wyniki badań nad domeną efektywną statku na akwenie ograniczonym. Badania prowadzono dla statków określonych wielkości. Dane zbierano z rejestrowanych zapisów symulacji prowadzonych w laboratorium systemów ECDIS. Analizowano kształt i wielkość domeny statków określonej wielkości i prędkości. Dokonano porównania domen bezwzględnych i względnych w celu ustalenia wzajemnych zależności oraz wpływu wielkości i prędkości jednostek na kształt i wielkość domeny. Przedstawiono wyniki w poszczególnych fazach badań, wybrane wyniki końcowe oraz sformułowano wnioski.

EN

This paper presents the research results on effective ship domain in restricted area. The research was conducted for the vessels of different sizes and speed relations. The data has been collected from the records of predefined scenarios performed in ECDIS simulator. The influence of ship length and speed on size and shape of its domain were analyzed. Absolute and relative domains were compared. The intermediate and summary results were presented and conclusions were drawn.

20

The Concept of “Apps” as a Tool to Improve Innovation in e-Navigation

Bergmann M.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2015

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Vol. 9, no. 3

437--441

EN

The current systems supporting navigation on board of ships are built on the classic concept for equipment: The system is developed, tested, type approved, installed and from that time on used with no or little modifications. Looking at other industries a regime of software and system maintenance has been established which allows more rapid updates. The development in the IT arena moves more towards modular approached, encapsulating individual components for easier implementation and delivery with limited system wide impact. This key concept is lately often referred to as the “app concept”. The e-Navigation development asks for exactly that: a way to improve innovation while ensuring system stability for the navigational components used by the navigator on the bridge. A key aspect of the success of new systems will be the ability to convert data into as information as needed in any given situation, creating knowledge for intelligent decisions increasing the competence of a navigator. The paper will focus on the following topics: – The classic “monolithic” Equipment paradigm – Modern System Architecture using components and “apps”-concept – Advantages of an approach using situational driven tool enhancements – The “app”-concept supporting the situational centric information presentation.