To Save S-100
S-100 is not about ensuring the safety of navigation; S-100 is about power and money in marine cartography. S-100 is a tool for using part of the budgets of National Maritime Administrations and obtaining additional revenue from shipowners.
The publication of all nautical charts worldwide is funded by the governments of coastal states and cannot even theoretically be compensated by the sale of all types of navigational publications. Commercial interest appears when data collected and published at the expense of National Maritime Administrations is turned into a high-value-added digital product through complex technical specifications. It is precisely this role of artificially increasing complexity and, consequently, cost that the new hydrographic standards based on the universal S-100 model perform.
Around this main goal, secondary ones are formed, related to personal career advancement, profiting from dishonest propaganda, misleading consumers, etc. All together, this takes on the character of a global commercial hype aimed at obtaining super-profits, not at increasing navigational safety. It is unlikely we are dealing with a clearly thought-out scenario; most likely, everyone is trying to use the situation to their advantage, everyone except those who will have to produce and use it. They are asked to accept the new rules of the game beyond their own critical perception.an double.
The publication of all nautical charts worldwide is funded by the governments of coastal states and cannot even theoretically be compensated by the sale of all types of navigational publications. Commercial interest appears when data collected and published at the expense of National Maritime Administrations is turned into a high-value-added digital product through complex technical specifications. It is precisely this role of artificially increasing complexity and, consequently, cost that the new hydrographic standards based on the universal S-100 model perform.
Around this main goal, secondary ones are formed, related to personal career advancement, profiting from dishonest propaganda, misleading consumers, etc. All together, this takes on the character of a global commercial hype aimed at obtaining super-profits, not at increasing navigational safety. It is unlikely we are dealing with a clearly thought-out scenario; most likely, everyone is trying to use the situation to their advantage, everyone except those who will have to produce and use it. They are asked to accept the new rules of the game beyond their own critical perception.an double.
Table of Contents:
What S-100 is all about
To Save S-100
S-100 is not about ensuring the safety of navigation; S-100 is about power and money in marine cartography. S-100 is a tool for using part of the budgets of National Maritime Administrations and obtaining additional revenue from shipowners.
The publication of all nautical charts worldwide is funded by the governments of coastal states and cannot even theoretically be compensated by the sale of all types of navigational publications. Commercial interest appears when data collected and published at the expense of National Maritime Administrations is turned into a high-value-added digital product through complex technical specifications. It is precisely this role of artificially increasing complexity and, consequently, cost that the new hydrographic standards based on the universal S-100 model perform.
Around this main goal, secondary ones are formed, related to personal career advancement, profiting from dishonest propaganda, misleading consumers, etc. All together, this takes on the character of a global commercial hype aimed at obtaining super-profits, not at increasing navigational safety. It is unlikely we are dealing with a clearly thought-out scenario; most likely, everyone is trying to use the situation to their advantage, everyone except those who will have to produce and use it. They are asked to accept the new rules of the game beyond their own critical perception.
The publication of all nautical charts worldwide is funded by the governments of coastal states and cannot even theoretically be compensated by the sale of all types of navigational publications. Commercial interest appears when data collected and published at the expense of National Maritime Administrations is turned into a high-value-added digital product through complex technical specifications. It is precisely this role of artificially increasing complexity and, consequently, cost that the new hydrographic standards based on the universal S-100 model perform.
Around this main goal, secondary ones are formed, related to personal career advancement, profiting from dishonest propaganda, misleading consumers, etc. All together, this takes on the character of a global commercial hype aimed at obtaining super-profits, not at increasing navigational safety. It is unlikely we are dealing with a clearly thought-out scenario; most likely, everyone is trying to use the situation to their advantage, everyone except those who will have to produce and use it. They are asked to accept the new rules of the game beyond their own critical perception.
What S-100 is all about
Table of Contents:
S-100 is not a revolution
S-100 is not a revolution and cannot become one, despite all the efforts of propagandists. There are not even theoretical assessments of increased safety, efficiency, or reliability of navigation due to the implementation of S-100. For example, with the introduction of digital charts, the frequency and speed of ship positioning and its display on the chart increased tens and hundreds of times, which in reality became a revolution compared to the use of paper analogs. Nothing even remotely similar is discussed in the case of implementing S-100.
S-100 is not a solution
Since there is no clear understanding and identification of the problem, S-100 is not a solution to any task. On the contrary, S-100 itself is a problem, and a formal one at that, artificially created, expensive, and complex.
The so-called "interoperability" makes no technical sense whatsoever, especially after the invention of geographic coordinates and a way to measure time.
The so-called "interoperability" makes no technical sense whatsoever, especially after the invention of geographic coordinates and a way to measure time.
S-100 is not safe
To justify the meaninglessness of S-100, its authors are forced to resort to tricks that ultimately negatively impact safety. Firstly, the absurd prohibition on the joint use of S-57 with data in S-100 formats. Given that S-101 is 95% the same S-57, only renamed and reshuffled.
But even this is not what causes astonishment. The assertion that S-102 charts may contain navigational hazards that are not displayed at the same scales on S-57 and S-101 charts poses a danger to navigation. How will the navigator learn that in addition to S-101 charts, he must also use charts in another format in certain areas? Currently, for safety, all available charts of the maximum scale are used, and this is simple and clear. In the S-100 concept, for safe navigation, it turns out you need to use something else?
Considering that S-102 charts cannot be used jointly with S-57, 99% of current ECDIS users worldwide do not even have a theoretical possibility to learn about navigational hazards along the ship's route that, however, are known to the Hydrographic Service. It turns out that S-100 hinders the publication of accurate information on S-57 charts to create artificial promotion for the artificially created S-100. The situation not only seems absurd, it seems extremely dangerous for the navigator.
But even this is not what causes astonishment. The assertion that S-102 charts may contain navigational hazards that are not displayed at the same scales on S-57 and S-101 charts poses a danger to navigation. How will the navigator learn that in addition to S-101 charts, he must also use charts in another format in certain areas? Currently, for safety, all available charts of the maximum scale are used, and this is simple and clear. In the S-100 concept, for safe navigation, it turns out you need to use something else?
Considering that S-102 charts cannot be used jointly with S-57, 99% of current ECDIS users worldwide do not even have a theoretical possibility to learn about navigational hazards along the ship's route that, however, are known to the Hydrographic Service. It turns out that S-100 hinders the publication of accurate information on S-57 charts to create artificial promotion for the artificially created S-100. The situation not only seems absurd, it seems extremely dangerous for the navigator.
S-100 is not practical
The total number of standards based on S-100 is already approaching twenty, and apparently will continue to grow. It is practically unrealistic to imagine in practice a navigator operating with such an amount of heterogeneous information; it does not work like that now, and it will not work like that in the future. A navigator is not a cartographer or a data scientist. A navigator needs the simplest and most visual information for making important decisions in stressful conditions. Instead, S-100 imposes artificial complexity without providing any advantages in return.
How to save S-100?
S-100 standards have been under development for over twenty years, an unprecedented timeframe for modern realities. Twenty years ago, there was no Google, no Elon Musk, no AI; it is completely obvious that over such a period, the development has become outdated, and what we are dealing with represents more attempts to save face and various efforts to profit from it than a modern innovation. It is time to face the truth, to comprehend it objectively as it is, and to bring the state of affairs back to normal.
In our view, the artificial restrictions on the use of ENC in S-57 format with data in S-100 formats must be lifted. In other words, we need to make existing and used ENCs compatible with data that will gradually appear in the future. This will allow for a smooth and safe transition from S-57 to S-100, deliver information to the consumer as quickly as possible, increase safety, and reduce the burden on navigators.
Moreover, nothing needs to be done for this. There are no technical restrictions on using S-57 with data in S-100 formats. Furthermore, this is happening right now; there are a huge number of solutions, including dKart, where the joint use of S-57 and S-100 is effectively implemented and widely used. In other words, everything that S-100 talks about in the future is already available and technically implemented in the present; we just need to remove the artificial bureaucratic barriers.
S-57 can be used jointly with S-100 as is. However, a compromise solution between bureaucratic interests and technical feasibility, in our view, could involve encapsulating S-57 within S-100 means. In this case, the new model will remain intact, all formal rituals will be observed, but the implementation of S-100 will be significantly simplified, as such a procedure is performed automatically. We have proposed a free program to perform this operation, but it was, of course, ignored by the high authorities.
In our view, the artificial restrictions on the use of ENC in S-57 format with data in S-100 formats must be lifted. In other words, we need to make existing and used ENCs compatible with data that will gradually appear in the future. This will allow for a smooth and safe transition from S-57 to S-100, deliver information to the consumer as quickly as possible, increase safety, and reduce the burden on navigators.
Moreover, nothing needs to be done for this. There are no technical restrictions on using S-57 with data in S-100 formats. Furthermore, this is happening right now; there are a huge number of solutions, including dKart, where the joint use of S-57 and S-100 is effectively implemented and widely used. In other words, everything that S-100 talks about in the future is already available and technically implemented in the present; we just need to remove the artificial bureaucratic barriers.
S-57 can be used jointly with S-100 as is. However, a compromise solution between bureaucratic interests and technical feasibility, in our view, could involve encapsulating S-57 within S-100 means. In this case, the new model will remain intact, all formal rituals will be observed, but the implementation of S-100 will be significantly simplified, as such a procedure is performed automatically. We have proposed a free program to perform this operation, but it was, of course, ignored by the high authorities.
Conclusions
S-100 is a complex technical and social phenomenon whose essence is a conflict of interests. On one side of the scale are political power and resources for the forced implementation of complex and technically flawed technical regulations; on the other side is the responsibility of those who in reality are responsible for the safety of navigation in national waters. On one side, the interest of global corporations interested in complicating and making the product more expensive; on the other side, the interests of consumers interested in the opposite. To a certain extent, the S-100 phenomenon is a reflection of our turbulent world and the struggle of trends we observe daily in politics and economics, the consequences of which we are unable to fully understand. In any case, life requires responsible decisions from everyone, and each takes the side that is closer to them. Whether we will live in a safer world, including from a navigation standpoint, depends much more on the sum of these decisions than on technical regulations.