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Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273 (2003)

Chapter: 4 Determining Requirements for Shipboard Display of Automatic Identification System Information

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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4
Determining Requirements for Shipboard Display of Automatic Identification System Information

Displays fulfill different purposes depending on the operators who use them and the displays’ operational settings. The purposes are often identified by display designers and developers in requirements documents that define the functionality, services, and support that must be provided by a display. Requirements are derived from many sources—a display’s users, customers, designers, regulators, developers, and operating and technical environment. Each source may provide a different view of the functionality, services, and support required of a display. Requirements documents, thus, are the aggregate of those views, identified by source, and prioritized to reflect a composite view of what a display must do or provide.

Existing requirements for shipboard display of automatic identification system (AIS) information are described in this chapter, and an analysis of the requirements inventory with respect to three types of conceptual AIS is given. A catalog of existing requirements for shipboard display of AIS information is provided in Appendix C.

DETERMINING REQUIREMENTS FOR SHIPBOARD DISPLAY OF AIS INFORMATION

System design and development processes have evolved considerably over the past 50 years and generally follow the steps outlined in Figure 4-1. Problem and requirements analysis is a traditional first step in system design and development. Next, conceptual or logical models of the system are developed. The conceptual models are then compared with, or mapped to, the requirements to identify any needed changes. Improvements to the conceptual models are identified, and physical prototypes or designs are developed. The design is then developed into a system, implemented, maintained, and supported, as seen in Figure 4-1.

These steps are followed in the design and development of new displays, as well as in analysis, design, or review of existing displays such as AIS. Following such a process with an existing display can provide insights about

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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FIGURE 4-1 System design and development process.

missing, conflicting, or infeasible requirements, and can identify disconnects between requirements for the display and existing designs. Improvements or modifications of existing designs and requirements may result from these analyses.

The core elements of the human factors design process—understand the user and the demands of the operational environment, design a system on the basis of human factors principles, and evaluate the system to ensure that it meets the needs of the user—are outlined in Chapter 5. These human factors design activities are integral elements of the overall system design and development process, as shown in Figure 4-1. Comprehensive system design and development processes incorporate system and human factors design activities to design and develop robust, effective, and useful systems.

The committee performed an inventory of existing AIS display requirements (Step 1 in the design process). Requirements for high-level conceptual models for AIS display—Class A, Class B, and Class A derivative AIS—have been articulated by the International Electrotechnical Commission (IEC) (IEC 2001) and other standards bodies. These were the conceptual designs utilized in Step 2 of the design process. The inventoried AIS shipboard display requirements were then mapped to the AIS conceptual designs (Step 3),

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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and insights resulting from the analysis provided input to committee deliberations about shipboard display of AIS information (Step 4).

Following such a process offered a number of advantages:

  • An aggregate view of existing AIS display requirements was developed.

  • The process provided a mechanism for determining missing, conflicting, overlapping, or infeasible requirements, as well as patterns and similarities in requirements and conceptual designs.

  • Because the steps and the outputs associated with the process are standardized, the process is replicable, which suggests that the reliability of the analysis and results may be enhanced.

  • Finally, the process provides a mechanism to trace changes in requirements over time. This is particularly useful when system requirements are changing and when many parties provide input to the design of a system, as in the AIS development process.

Performing an inventory of existing AIS display requirements provided an archive of articulated AIS display needs. Identifying sources for those requirements enhances auditability and accountability, so that changes in AIS display requirements and their sources can be tracked over time. Analysis of AIS display requirements with respect to AIS conceptual designs permits consideration of the importance of different requirements in different operational settings [e.g., International Convention for the Safety of Life at Sea (SOLAS) and non-SOLAS vessel use of AIS]. Missing, needed, infeasible, costly, or unresponsive requirements could thus be identified.

The use of conceptual or logical AIS display models assists in identifying the adequacy of display requirements for different conceptual designs (e.g., Class A, Class B, and Class A derivative AIS) rather than the adequacy of a particular manufacturer’s display. The use of conceptual display models broadens the generality of the recommendations and allows those recommendations to extend beyond the current suite of AIS displays to future systems by considering interface, display, and control options independent of existing physical displays.

The committee did not independently develop requirements for shipboard display of AIS information, but rather surveyed existing requirements to determine their adequacy. Although international standards bodies and

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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manufacturers, among others, have developed AIS displays and requirements for those displays, there is need to supplement, revise, and reconsider the existing requirements as well as to develop new requirements.

Computer-aided software engineering (CASE) tools are useful in display design and development as electronic repositories for system requirements, as well as for logical and physical design models. The use of CASE tools promises to improve the quality of the designs and systems developed, increase the speed of design and development, improve the ease and integrity of analysis and modeling through automated checking, and improve the quality and completeness of system documentation (Hoffer et al. 2002). Moreover, CASE tools allow reuse of frequently utilized requirements, standards, and models. Thus, capturing system requirements and models electronically is a desirable goal, particularly for regulatory agencies with technology development and management responsibilities. The use of CASE tools can significantly reduce requirements, data, and model redundancy; permit requirements and model analysis across different vessel types, hardware, and software platforms; improve the economy of system models and requirements determination; and encourage component and system reuse. The U.S. Coast Guard (USCG) should utilize CASE tools in future requirements and standards specification activities.

INVENTORY OF EXISTING AIS REQUIREMENTS

The existing AIS display requirements, listed in Appendix C, are grouped into six categories:

  • Information and task requirements—requirements that define the nature and type of information to be handled by the AIS display and the tasks to be supported by that information. Requirements in this category identify the nature, type, volume, and size of information to be displayed; minimum information requirements are included. The category also describes target discrimination and message requirements.

  • Operational and organizational requirements—shipboard display requirements that result from the operating environment, culture, and expectations within which the AIS display will be used. Requirements for display of different port or waterway information, traffic management or vessel traffic service (VTS) information, and information to satisfy any re-

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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gulations or security requirements in effect are included. The category includes requirements to provide display support for different types of waterway users—for example, deep-sea ships and inland vessels. Another example in this category would be differing requirements for display of security, privacy, and safety information in different operational settings. The category includes organizational requirements—those requirements related to needs of the AIS host or parent environment and requirements related to local, state, national, or international policies and procedures.

  • Technical display requirements—display requirements dictated by AIS display and control technologies: hardware, software, databases, networks, storage, and processing requirements. This category includes requirements for display performance, accuracy, reliability, maintainability, availability, integrity, loading, and clutter. The category also includes requirements for future AIS displays.

  • Display format requirements—requirements for the appearance and configuration of AIS displays. Visual presentation, display options, symbology, display synchronization, presentation priority, and alarm requirements are included in this category. The category also includes requirements for display location (in X–Y space or superimposed), color, dimensionality (planar versus perspective, mono versus stereo), motion, intensity (display brightness), coding (color, size, and shape; analog and digital coding; analog and graphics versus text), modality (vision versus audition), contrast, and labeling (Wickens et al. 2003). The category covers requirements to support user expectations, user control, user help and error support, display customizability, and user interaction styles (e.g., menus, links, dialog boxes). Formats for navigation displays include requirements for route lists or command displays, chart legibility and clutter, position representation, chart orientation and scale, and support for planning and visualization (Wickens et al. 2003).

  • Physical layout requirements—requirements for physical engineering and appearance of the display, including numbers and types of displays and display surfaces; display integration; display controls; and requirements for display lighting, sound and noise, thermal conditions, heating, and ventilation, for example.

  • Environmental requirements—requirements for robustness of AIS display packaging with respect to environmental conditions. Requirements for

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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displays to pass packaging, emission, vibration, humidity, temperature, ruggedability, pollution, and contamination tests are included.

Four types of information about the requirements are contained in Appendix C:

  • A categorization of the type of requirement (information and task, operational and organizational, etc.);

  • A description of the requirement;

  • An operationalization or definition of the requirement in the form, “The AIS display shall …”; and

  • An indication of the source of the requirement.

Each display requirement described in Appendix C is numbered sequentially and is identified by source, which provides identification, traceability, and auditability for the requirements (Wiegers 1999). Traceability is helpful because the AIS display requirements were inventoried from several sources. A bibliography of sources is provided in the references to the requirements table in Appendix C. The AIS display requirements describe the functionality and information to be provided by different types of AIS displays, as well as the context and constraints within which the displays will operate. The following section contains an analysis of those requirements.

REQUIREMENTS ANALYSIS

The inventory of requirements for shipboard display of AIS information was analyzed with respect to three AIS conceptual designs:

  • Class A SOLAS vessel displays,

  • Class A derivative displays [e.g., personal pilot units (PPUs)], and

  • Class B (non-SOLAS vessel) displays.

The purpose of the analysis was to assess the adequacy of existing requirements for shipboard display of AIS information, which is discussed in the following sections.

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

Information and Task Requirements

Information and task requirements define the nature and type of information to be handled by the AIS display and the tasks to be supported by that information. Requirements in this category identify the nature, type, volume, and size of information to be displayed; minimum information requirements are included. The category also describes target discrimination and message requirements.

Some of the information to be transmitted by AIS may be available in existing navigational equipment aboard the bridges of ships. Thus, determining the information requirements for AIS displays is an important first step in developing effective displays. Future activities for the determination of AIS information should consider the overlap in available information among existing and future navigational equipment and appropriate integration or information allocation strategies.

Functional Requirements

Displays of AIS information are to be used to assist in collision avoidance, to provide information about the vessel and its cargo, and to assist in vessel traffic management. As described previously, at a minimum, three types of core, representative information are to be displayed by AIS: static information, dynamic information, and voyage-related information.

Static information is the relatively permanent information that pertains to a particular vessel—its name, call sign, merchant marine station identifier (MMSI) number, type of ship, and so forth. Static information can be used for identification [vessel name, call sign, MMSI number, type of ship, International Maritime Organization (IMO) number, etc.], for collision avoidance (length, beam, antenna location), and for vessel traffic management (length, beam, antenna location) (see Figure 4-2).

The AIS information transmitted can support several functions; for instance, vessel length and beam information can be used for identification as well as for collision avoidance. Moreover, static, dynamic, and voyage-related information may be categorized differently in different operational settings. For instance, in inland waters, “static” information such as vessel length, beam, or cargo may change by port call, thus becoming “dynamic” information. As a result, assumptions about the nature and type of static,

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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FIGURE 4-2 Representative AIS data elements, functions, and information.

dynamic, and voyage-related information may be different in different operational settings.

Dynamic information provides the vessel and waterway context that permits the mariner to maintain orientation in the harbor, accurately fix and track the vessel’s position, understand other vessels’ movements and tracks, appreciate how other vessels’ characteristics can affect maneuvering or a transit, and understand and anticipate the dynamic characteristics of the environment. Dynamic information can be used for vessel identification (cargo), collision avoidance (course, heading, speed, position, length/beam, rate of turn), and vessel traffic management (navigational status, weather) (see Figure 4-2).

Voyage-related information is acquired before and during a particular transit. It includes data on the vessel, the environment, the waterway, and their interactions under the conditions of a specific transit. Voyage-related information can be used for identification (cargo), collision avoidance (draft), and vessel traffic management [hazardous cargo, draft, estimated time of arrival (ETA), and route plan]. The use of these three types of informa-

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

tion is essential to ship navigation (Huffner 1978; Farnsworth and Young 1988; Hutchins 1995; Grabowski and Wallace 1993; Grabowski and Sanborn 2001).

Other information may also be transmitted as required by a port or waterway or by prevailing circumstances that require transmission of important information to the mariner, in addition to the static, dynamic, and voyage-related information just described. Other AIS information, such as real-time weather, environmental, and surface data, as well as local port security notices, is currently ill defined. This information may be particular to a port, waterway, environmental condition, or a port state, and further definition is needed.

Table 4-1 summarizes the inventory of AIS requirements. As indicated in Table 4-1, eight functional requirements for Class A AIS information were identified: a Class A AIS is intended to provide identification, navigation information, and vessel’s current intentions to other ships and to shore. As such, the AIS must autonomously and continuously provide ship-to-ship collision avoidance information, as well as positional and maneuvering information at a data rate adequate to facilitate accurate track-keeping. Class A AIS units must be capable of sending ship information such as identification, position, course, speed, ship length, draft, ship type, and cargo information to other ships and aircraft and to the shore. They must also be able to receive and process information from other sources, including information from a competent authority and from other ships. Class A AIS units must respond to high-priority and safety-related calls with a minimum of delay. No functional requirements for Class B were identified by the committee.

Two functional requirements for Class A derivative AIS were identified, but the requirements are lacking: Class A derivatives are not clearly defined in any of the AIS-related documents. Class A derivatives may be the result of any local or international development of AIS for particular uses—for example, in inland and coastal navigation, in PPUs, and in harbors for service vessels such as tugs, buoy tenders, hydrographic ships, and pilot vessels. Class A derivatives are intended to use the same functionality and reporting rate as the Class A stations on the VHF data link (VDL) message level. The main difference between Class A and Class A derivative AIS is that not all mandatory components of Class A AIS stations must be included. However, these

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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TABLE 4-1 Requirements by AIS Class

Requirement Type

Class A

Class B

Class A Derivative

1.0 Information and Task Requirements

1.1 Functional

X (8)

 

X (2)

1.2–1.4 Minimum keyboard and display

X (27)

X (2)

X (3)

1.5 Target discrimination

X (3)

 

 

1.6 Additional information

X (5)

 

 

1.7 Messages

 

X (2)

 

1.7.1 Short safety-related

X (7)

 

 

1.7.2 Aids to navigation

X (3)

 

 

1.7.3 Advice to VTS/route plan

X (3)

 

 

1.7.4 Class B

 

 

 

2.0 Operational and Organizational Requirements

2.1 Operational

X (8)

 

 

2.2 Security

 

 

 

2.3 Privacy

 

 

 

2.4 Port/waterway

 

 

 

2.5 Organizational

 

 

 

2.6 Regulatory

 

 

 

3.0 Technical Display Requirements

3.1 Display performance

 

 

 

3.2 Display accuracy

 

 

 

3.3 Display reliability

 

 

 

3.4 Display maintainability

 

 

 

3.5 Display availability

 

 

 

3.6 Display integrity

 

 

 

3.7 Display loading

 

 

 

3.8 Display hardware, software, networks, etc.

 

 

 

3.9 Future displays—growth

 

 

 

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

Requirement Type

Class A

Class B

Class A Derivative

4.0 Display Format

4.1–4.3 Visual presentation

X (15)

X (1)

X (2)

4.4 Display options

X (18)

 

 

4.5 Symbology

X (5)

 

 

4.6 Display synchronization

X (1)

 

 

4.7 Presentation priority

X (6)

 

 

4.8 Display alarms

X (3)

 

 

4.9 Display location

 

 

 

4.10 Use of sound and color

 

 

 

4.11 Display dimensionality

 

 

 

4.12 Display motion

 

 

 

4.13 Display intensity

 

 

 

4.14 Display coding

 

 

 

4.15 Display modality

 

 

 

4.16 Display contrast

 

 

 

4.17 User interaction style

 

 

 

4.18 User help and error support

 

 

 

4.19 Display labeling

 

 

 

4.20 User control

 

 

 

4.21 User expectations

 

 

 

4.22 Display customizability

 

 

 

4.23 Chart legibility

 

 

 

4.24 Chart decluttering

 

 

 

4.25 Position representation

 

 

 

4.26 Chart orientation

 

 

 

4.27 Chart scale

 

 

 

4.28 Visualization support

 

 

 

4.29 Planning support

 

 

 

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

Requirement Type

Class A

Class B

Class A Derivative

5.0 Physical Layout Requirements

 

 

 

5.1–5.2 Display integration

X (6)

 

X (1)

5.3 Display lighting

 

 

 

5.4 Display and control surfaces

 

 

 

5.5 Sound and noise

 

 

 

5.6 Thermal conditions

 

 

 

5.7 Screen display

 

 

 

6.0 Environmental Requirements

6.1 Packaging

 

 

 

6.2 Emission

 

 

 

6.3 Vibration

 

 

 

6.4 Humidity

 

 

 

6.5 Temperature

 

 

 

6.6 Ruggedability

 

 

 

6.7 Contamination

 

 

 

6.8 Pollution

 

 

 

requirements are silent on the type of information and functionality that is to be provided by Class A derivative displays.

Thus, information and functional requirements for Class B and Class A derivative AIS displays need to be defined. This is an important first step for Class B and Class A derivative AIS displays; absent a definition of their functionality, it is difficult to develop additional display requirements for them.

Minimum Display Requirements

Twenty-seven Class A minimum keyboard and display (MKD) requirements were identified, as shown in Table 4-1. Class A AIS units must present a minimum of three lines of 16 alphanumeric characters sufficient to obtain a target vessel’s identity and position, using target bearing, range, and ship name.

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

Class A AIS minimum displays must also indicate alarm conditions and provide a means to view and acknowledge alarms. Other ship data can be displayed on Class A minimum displays by horizontal scrolling, but scrolling of bearing and range is not permitted; vertical scrolling can also show other ships known to AIS. Class A minimum displays are also required to indicate state/condition changes, display safety-related messages, and indicate when safety-related messages have been received. Class A minimum displays are required to be able to initiate or cancel a reply to long-range interrogation (LRI), to respond to and acknowledge LRI automatically or manually, and to indicate when LRI is in automatic or manual mode.

Class A minimum displays are required to display Global Positioning System (GPS) position when the internal Global Navigation Satellite System (GNSS) receiver is operating as the backup position source for AIS reporting and to continuously display GPS position when the internal GPS is used for position reporting. Class A minimum displays may be used to input voyage-related information, such as cargo category, maximum preset static draft, number of persons on board, vessel destination, ETA, and navigational status. They may also be used to input static information such as MMSI number, IMO number, ship’s call number, ship’s name, length and beam, position reference points for GNSS antenna, and type of ship. Class A minimum displays may be used to input safety-related messages, change the AIS unit mode of response to LRI, and control AIS channel switching. Class A minimum displays may be password protected.

Few Class A derivative (three) or Class B (two) MKD requirements were identified. Class B or Class A derivative MKDs may not be required, and non-SOLAS vessels can use the Class B or Class A derivative AIS as a black box connected to a more or less sophisticated display [e.g., electronic charting systems, electronic charting and display information systems (ECDIS)], or as another external system for special applications to see and present own position and other AIS targets in relation to the environment. Both Class B and Class A derivative MKDs must have at least one means to program the units with static data. The Class A MKD units may not be required on Class B vessels or on pleasure craft.

The MKD requirements, by definition, contain a limited amount of information. However, the committee believes that the size and limited nature of the text-only display, coupled with the operator manipulation and information transposition required (e.g., the requirement for operators to transpose

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

text information from the MKD into spatial information for decision making), render the MKD inadequate to meet the needs of mariners in different operational settings. As a result, USCG should determine such needs and revise the minimum display requirements accordingly.

Target Discrimination Requirements

Three target discrimination requirements for Class A AIS displays were identified. Class A AIS units require target discrimination: target data from radar and AIS should be clearly distinguishable as such, and if more than one target is selected, the source of the data (e.g., AIS, radar) should be clearly indicated. Furthermore, correlation between primary radar targets and AIS targets is likely to be required. No target discrimination requirements for Class B or Class A derivative AIS were identified; such requirements are needed for both.

There are unresolved issues in target discrimination between radar and AIS targets, particularly with target swap in close waters. In some cases, radar or AIS targets can “drop” from the display, sometimes without notice to the operator. Radar manufacturers should be encouraged to address this difficulty by increasing radar accuracy, and the development of data fusion techniques required to resolve open target discrimination, target swap, and target drop issues should be encouraged. USCG’s display standards should resolve discrimination errors between radar and AIS targets.

Message Requirements

Thirteen Class A and two Class B AIS message requirements were identified. No Class A derivative AIS message requirements were identified by the committee; thus, such requirements need to be identified. Seven short safety-related Class A message requirements were identified. These messages can be used as an additional means to broadcast maritime safety information, and they can either be addressed to a specified destination (i.e., MMSI) or broadcast to all AIS ships fitted in the area. They can include up to 160 six-bit ASCII characters but should be kept as short as possible. They can be fixed or free-form text messages and should be relevant to the safety of navigation. Operator acknowledgment of short safety-related messages may be requested by a text message. No Class B or Class A derivative short safety-related message requirements were identified.

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

There are three Class A aid to navigation message requirements. Aid to navigation messages can provide information on the location and identification of hazards and marks used for navigation, as well as information of a meteorological or oceanographic nature. They can also provide information on the operational status of aids to navigation. No Class B or Class A derivative aid to navigation message requirements were identified.

There are three Class A advice to VTS waypoints/route plan message requirements and no such requirements for Class B or Class A derivative AIS. Thus, in general, message requirements for Class B and Class A derivative AIS displays need to be defined, and message requirements for Class A AIS displays need to consider the range and type of operating conditions that different vessels will encounter. In general, more work is needed to define message requirements for all classes of AIS displays.

In addition, the concept of safety-related messages for any class of AIS was ill defined. Thus, in its standards-setting process, USCG should define requirements for safety-related messages. Avoiding overload of AIS with safety-related messages that might better be sent through alternative media is a desirable goal. USCG should consider the appropriateness of different modes and media for transmission of safety-related information. In addition, USCG’s standards-setting process should consider the importance of local information in safety-related messages in a particular port or waterway. Short safety-related messages have the potential to distract operators from their primary duties. USCG should consider appropriate message traffic types, levels, loading, and communication requirements associated with transmission of safety-related messages.

Operational and Organizational Requirements

Operational display requirements that affect shipboard display of AIS information include requirements that result from the operating environment, culture, and expectations within which the AIS operates. They include display requirements for different port or waterway settings or for any regulations in effect; security and privacy requirements; and company, union, or other organizational requirements for shipboard display of AIS information. Eight Class A operational requirements for AIS displays have been defined: AIS shall operate autonomously and continuously and shall provide information without involvement of ship’s personnel. AIS should always be in

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
×

operation unless the master believes, in sea or in port, that continued operation of AIS might compromise the ship’s safety or security, at which point the AIS may be switched off. If the AIS is switched off, static and voyage-related data should be retained. Finally, if the gyro fails to provide data, the AIS should automatically transmit a “data not available” value.

Operational display requirements for the other classes of AIS should be defined for various operational environments. USCG should develop such requirements for different waterway operators and all classes of AIS displays in consultation with appropriate stakeholders. Privacy and security requirements for shipboard display of AIS information should be identified, as should any port or waterway and any organizational or regulatory display requirements.

Technical Display Requirements

Technical display requirements for shipboard display of AIS information include requirements dictated by AIS display and control technologies: hardware, software, databases, networks, storage, and processing requirements. They include requirements for display performance, accuracy, reliability, maintainability, availability, integrity, and loading. They also include requirements for future AIS displays.

Although a number of AIS displays are produced by various manufacturers, the committee found no specific AIS technical display requirements for any class of AIS in its inventory of existing AIS requirements. In addition, no discussions of future capabilities or growth of AIS displays, such as trends toward smaller, lighter, embedded, and wearable computer interfaces (MIT 2002), or of future energy sources and processors (Rifkin 2002), were found. AIS technical display requirements are needed for all classes of current and future AIS, in varying operational settings; such requirements should accommodate future growth in technologies, displays, controls, and interfaces. USCG should develop technical display requirements for shipboard display of AIS information as part of its standards-setting process.

Display Format Requirements

Display format requirements include requirements for the appearance and configuration of AIS displays, including visual presentation, display options,

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Suggested Citation:"4 Determining Requirements for Shipboard Display of Automatic Identification System Information." Transportation Research Board. 2003. Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners -- Special Report 273. Washington, DC: The National Academies Press. doi: 10.17226/10708.
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symbology, display synchronization, presentation priority, and alarms, as well as requirements to meet user expectations, user control, user help and error support, display customization, and user interaction styles (e.g., menus, links, dialog boxes). They also include requirements for display location (in X–Y space or superimposed), color, dimensionality (planar versus perspective, mono versus stereo), motion, intensity (display brightness), coding (color, size, and shape; analog and digital coding; analog and graphics versus text), modality (visual, auditory, haptic, etc.), contrast, and labeling (Wickens et al. 2003). Display formats for navigation displays include requirements for route lists or command displays, chart legibility and clutter, position representation, chart orientation and scale, and support for planning and visualization.

Forty-eight Class A display format requirements, 1 Class B display format requirement, and 2 Class A derivative display format requirements were identified. Most (36) were visual presentation and display option requirements. Additional display format requirements are needed, especially those that reference or follow existing international standards and guidelines for visual display terminals (ANSI 2002). No international standards or guidelines were referenced by existing AIS documentation and standards. As can be seen in Table 4-1, display format requirements for all classes of AIS displays are needed. USCG should develop display format requirements for shipboard display of AIS information after its assessment of mariner information needs, referencing existing international human factors and display format standards where applicable.

Visual Presentation Requirements

Fifteen Class A visual presentation requirements were identified. They state that if Class A AIS information is presented graphically, at least the following information shall be provided:

  • Vessel position,

  • Course over ground,

  • Speed over ground,

  • Heading, and

  • Rate of turn (or direction of turn).

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Moreover, Class A AIS visual presentation requirements state that if Class A AIS information is presented graphically on a radar display, radar signals should not be masked, obscured, or degraded. The graphical properties of other target vectors must be equivalent to those of the AIS target symbols, and the type of vector presentation (radar plotting symbols or AIS symbols) should be selectable by the operator. Active display modes on Class A AIS units should be indicated on graphical displays, and a common reference point for superimposition of AIS symbols with other information on the same display and for calculation of target properties [i.e., closest point of approach (CPA), time to CPA (TCPA)] should be utilized.

Class A AIS positional information must be displayed relative to the observing vessel, and indications should be provided if own AIS is out of service or switched off. More capable Class A displays are encouraged in the requirements because of the greater functionality provided by such displays, but selection of display types is dependent on the user requirements and options offered by manufacturers. Visual overloading of AIS display screens is to be avoided.

Other visual presentation requirements for Class A shipboard AIS displays are needed. For instance, although requirements exist for the transmission of waypoint data from shore stations to ships, there are as yet no requirements for the visual presentation of that information. Visual presentation requirements for Class A AIS units should be defined following completion of USCG’s assessment of mariners’ information needs for shipboard display of AIS information.

Two Class A derivative requirements for visual presentation exist. First, there is no requirement for Class A derivative AIS units to carry the same presentation interfaces as Class A stations. Second, the position information for Class A derivative stations may be derived from the internal (D)GNSS receiver. These are clearly inadequate requirements for visual presentation of Class A derivative AIS information. Similarly, a single Class B AIS visual presentation requirement was identified: there may be other equipment on board non-SOLAS vessels with interfaces that are noncompliant with IEC 61162-1 standard (i.e., RS-232). Thus, there is also a need to develop visual presentation requirements for shipboard display of AIS information for Class B and Class A derivative AIS. These requirements should be defined after completion of USCG’s assessment of mariners’ information needs for shipboard display of AIS information.

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Display Option Requirements

Eighteen Class A display option requirements but no Class B or Class A derivative display option requirements were identified. On Class A AIS units, operators may choose to display all or any AIS targets for graphical presentation. When they do so, the mode of presentation should be indicated. If color fill is used in display of AIS target symbols, no other information should be masked or obscured. On Class A units, AIS symbols for activated targets may be replaced by a scaled ship symbol on a large scale/small range display. Furthermore, means should be provided to select a target or own ship for display of its AIS information on request, and if more than one target is selected, the relevant symbols, corresponding data, and source of the data (e.g., AIS, radar) should be clearly identified.

If zones or limits for automatic target acquisition for Class A AIS are set, the requirements state that they should be the same for automatically activating and presenting any targets, regardless of their source. In addition, the vector time set should be adjustable and valid for presentation of any target, regardless of its source. If radar plotting aids are used for display of AIS information on Class A units, they should be capable of calculating and displaying collision parameters equivalent to the available radar plotting functions.

Class A AIS display option requirements also state that if the calculated CPA and TCPA values of an AIS target are less than the set limits, a target of concern symbol should be displayed. Means to recover data for a number of last acknowledged lost targets may be provided; preferably, the ability to recover data for targets may be applied to any AIS target within a certain distance. Class A AIS units should permit operators to make reasonable changes to the default parameters of automatic selection criteria, and means should be provided to display alarm messages from own AIS stations.

Further display option requirements are needed. Display option requirements for Class A, Class B, and Class A derivative AIS should be defined after completion of USCG’s assessment of mariners’ information needs for shipboard display of AIS information.

Symbology Requirements

Class A AIS symbology requirements are simply stated: if AIS information is graphically presented, the symbols described in the appendix to IMO SN/ Circular 217 (IMO 2001) and repeated in the Appendix 4-1 of the International Association of Aids to Navigation and Lighthouse Authorities (IALA)

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AIS guidelines (IALA 2001) should be applied. However, no Class A derivative or Class B AIS symbology requirements were defined. If the intent is to extend Class A AIS symbology requirements to Class A derivative or Class B AIS units, or both, that extension should be made explicit. If exceptions to the Class A AIS symbology requirements are to be made for Class A derivative and Class B AIS units, those exceptions should also be so noted. In any event, further work is required to define symbology requirements for all classes of AIS.

The committee identified symbology requirements for ship targets during its inventory, but not symbology requirements for other types of AIS information—vessel tracklines, for instance. IEC Technical Committee 80 Working Group 13 (IEC 2001), among others, is working on the development of additional AIS symbology, and much work in chart and map symbology has been done in other domains. AIS symbology requirements should leverage this earlier and ongoing work as requirements for shipboard display of Class A, Class B, and Class A derivative AIS information are developed.

USCG should participate in international discussions on developing standards for AIS symbology. USCG should integrate standards as guides to developing symbology requirements for shipboard display of AIS information in different operational environments. These symbology requirements should conform to international and other standards for symbology. USCG should leverage earlier work in symbology development and follow international procedures [i.e., ISO TR 7239 (ISO 1984)] in developing symbology requirements.

Display Synchronization, Presentation Priority, and Alarm Requirements

One display synchronization, six presentation priority, and three alarm requirements were identified for Class A AIS, but no such requirements were identified for Class B or Class A derivative AIS units. The single Class A AIS display synchronization requirement states that if AIS information is graphically displayed on a radar, the equipment should be capable of appropriately stabilizing the radar image and the AIS information.

Six Class A presentation priority requirements were identified. The presentation of AIS target symbols, except for sleeping or lost targets, should have priority over other target presentations within the display area. Automatic display selection functions may be provided to avoid presentation of

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two target symbols for the same physical target. If target data from AIS and radar plotting functions are available and the automatic selection criteria are fulfilled, then the activated AIS target symbol should be presented. In contrast, if target data from AIS and radar plotting functions are available and the automatic selection criteria are not fulfilled, the respective symbols should be displayed separately. The Class A AIS requirements further specify that mariners should be able to select additional parts of information from AIS targets, such as ship’s identification (at least the MMSI); those additional parts of information should be presented in the data area of display. An indication should be given if the additional information from AIS targets is incomplete.

The three Class A AIS alarm requirements identified indicate that alarms should be provided if the calculated CPA and TCPA values of an AIS target are less than the set limits, as well as when the signal of an AIS target of concern is not received for a set time. Means should be provided to acknowledge alarm messages from own Class A AIS.

No Class B or Class A derivative requirements for display synchronization, presentation priority, or alarms were identified. Thus, such requirements must be developed. In addition, alarm requirements for all classes of AIS displays should be reviewed, because existing requirements for AIS display alarms focus on the visual and auditory senses. USCG should consider alternative modes for alarms and consider alarm design in the context of existing alarms and ambient noise on the bridges of ships in different operational settings. Target discrimination, display synchronization, presentation priority, and alarm requirements for all classes of AIS should be developed by USCG.

The committee did not find any requirements for configuration of AIS displays, including display location, color, dimensionality, motion, intensity, coding, modality, contrast, user expectations, user control, user help and error support, user interaction style, or display customizability. Furthermore, display format requirements for navigation displays, such as chart legibility or decluttering, position representation, and chart orientation and scale, and for support for visualization and planning were not found. These requirements are well-known needs for display format and need to be developed for all classes of AIS displays (Wickens et al. 2003; ANSI 2002). Thus, USCG should develop requirements for all of these display format items for all classes of shipboard AIS.

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Physical Layout Requirements

General

Physical layout requirements include requirements for physical engineering and appearance of the display, including numbers and types of displays and display surfaces; display integration; display controls; and requirements for display sound and noise, lighting, thermal conditions, heating, and ventilation, for example. Only six display integration requirements for Class A AIS and one Class A derivative display integration requirement were found. No other physical layout requirements for shipboard display of AIS information were identified. Thus, USCG should develop physical layout requirements, including display integration requirements, for all classes of AIS.

Display Integration Requirements

The Class A AIS integration requirements stipulate that AIS displays should be integrated with one of the existing graphical displays on the bridge or presented on a dedicated graphical display. Ideally, AIS would be displayed on the ship’s radar, ECDIS, or a dedicated display. Per existing integration requirements, Class A AIS display integration options may include connections to external GNSS/DGNSS equipment and sources of navigational information from ship’s equipment. The shipboard AIS is required to be connected to a power source, an antenna, and a variety of shipboard equipment, or to the integrated navigation system.

Class A derivative AIS units are described in the IALA AIS guidelines as a pilot workstation combined with portable AIS that is used primarily to provide marine pilots with the capability to carry on board an AIS station when they are piloting vessels not fitted with an AIS. Such a pilot pack contains GNSS/DGNSS, AIS (optional), heading sensor, and a workstation. Class A derivatives were considered to be portable AIS units carried aboard a vessel for the purpose of meeting the vessel’s AIS carriage requirements, while PPUs brought aboard vessels for a pilot’s personal use, not to satisfy an AIS carriage requirement, were not considered to be covered by requirements for Class A derivatives.

There is a proliferation of stand-alone electronic navigation equipment aboard the bridges of modern vessels. Under such conditions, operators must integrate information from different sources, scales, and sensors, and they must make decisions on the basis of that information in time-critical

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situations. Equipment randomly placed in available space on the bridge can increase mariners’ difficulty in accessing needed information and can add to operator distraction. International committees are currently exploring standards and guidelines for integrated bridge systems. These trends highlight the need to identify and consider mariners’ information needs in different operational settings when display integration requirements are developed. Such requirements are needed; USCG should develop them.

Environmental Requirements

Environmental requirements include requirements for robustness of AIS display packaging with respect to environmental conditions. Requirements for displays to pass packaging, emission, vibration, humidity, temperature, ruggedability (i.e., robustness), pollution, and contamination tests are included. No such requirements exist; thus, USCG should develop them for all classes of shipboard display of AIS information.

SUMMARY

Table 4-1 summarizes the inventory of existing requirements for shipboard display of AIS information by class of AIS. The table indicates that some information and display format requirements have been developed for Class A AIS, but much work remains to be done. The committee did not independently develop requirements for shipboard display of AIS information. Instead, it surveyed existing requirements, standards, and guidelines to determine whether they are adequate to cover all aspects of design and meet the needs of a display user. Although international standards bodies and manufacturers, among others, have been developing AIS displays and requirements for them, most need to be supplemented, revised, or reconsidered. In addition, new requirements for shipboard display of AIS information are needed for different vessel classes and operating environments.

In the analysis, CASE tools that are useful in display design and development were identified. CASE tools provide an electronic repository for system requirements, as well as for logical and physical design models. The use of CASE tools can significantly reduce requirements, data, and model redundancy; permit requirements and model analysis across different vessel types, hardware, and software platforms; improve the economy of system models

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and requirements determination; and encourage component and system reuse. USCG could also use CASE and other electronic requirements and modeling tools in its requirements and standards specification activities.

Some of the information to be transmitted by AIS may be available in other existing navigational equipment aboard the bridges of ships. Thus, determining the information requirements for AIS displays is an important first step in developing effective displays. This indicates that USCG can also consider the overlap in available information among existing and future navigational equipment and develop appropriate integration or information assignment strategies in its standards-setting process.

The MKD requirements, by definition, contain a limited amount of information. However, the committee believes that the size and limited nature of the text-only display, coupled with the operator manipulation and information transposition required (e.g., the requirement for operators to transpose text information from the MKD into spatial information for decision making), render the MKD inadequate to meet the needs of mariners in different operational settings. These limitations, and others, suggest that USCG should determine such needs and revise or reevaluate the minimum display requirements accordingly.

There is also a need to develop visual presentation requirements for all classes of shipboard AIS displays. For example, although requirements exist for the transmission of waypoint data from shore stations to ships, there are no requirements for how that information is to be presented visually. In the same manner, there is a need to develop display option requirements for shipboard displays.

International bodies have been working on the development of additional AIS display symbology. In addition, much work in chart and map symbology has been done in other domains. However, symbology requirements for shipboard display of Class A, Class B, and Class A derivative AIS information are not now completed, and much more work is needed. USCG could participate in international discussions on developing standards for AIS symbology. It could also integrate standards as guides to developing symbology requirements. Symbology requirements should conform to international and other standards. USCG could leverage earlier work in symbology development and follow international procedures in developing symbology requirements.

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Existing requirements for alarms and alerts for shipboard display of AIS information focus on the visual and auditory senses only. A body of work outside the marine field has investigated and applied alternative human interface modes (e.g., by utilizing senses other than, or in addition to, the visual and auditory senses). USCG could consider alternative modes for alarms and consider alarm design in the context of existing alarms and ambient noise on the bridges of ships in different operational settings.

Another important topic is display integration requirements. Stand-alone units of electronic navigation equipment are proliferating aboard the bridges of modern vessels. Under such circumstances, operators must integrate information from different sources, scales, and sensors, and they must make decisions on the basis of that information in time-critical situations. Equipment randomly placed in available space on the bridge can increase the difficulty in accessing needed information and can add to operator distraction. International committees are currently exploring standards and guidelines for integrated bridge systems. These trends highlight the need to identify and consider mariners’ information needs in different operational settings when integration requirements for shipboard display of AIS information are developed.

There is a need to define requirements for safety-related messages more carefully to avoid overload of AIS with messages that might better be sent through other media. USCG should consider the appropriateness of different modes and media for transmission of such information. USCG’s standards-setting process should consider the importance of local information in safety-related messages in a particular port or waterway. Short safety-related messages have the potential to distract operators from their primary duties, and therefore USCG should consider appropriate message traffic types, levels, loading, and communication requirements.

Information may be categorized differently in different operational settings. For instance, in inland waters, “static” information such as vessel length, beam, or cargo may change by port call. Thus, assumptions about the nature and type of static, dynamic, and voyage-related information may be different in different operational settings. Some of the information to be transmitted by AIS may be available in other existing navigational equipment aboard the bridges of ships. Thus, determining the information requirements for AIS displays is an important first step in developing effective displays.

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Given these factors, USCG activities for the determination of requirements for AIS information should consider the overlap in available information among existing and future navigational equipment and appropriate integration or information assignment strategies.

No current or future technical display requirements were found for any class of AIS. AIS technical display requirements also include requirements to accommodate future interfaces, displays, and technology. AIS technical display requirements are needed for all classes of AIS and for different operational settings. Thus, USCG should develop technical display requirements as part of its standards-setting process. USCG should investigate future display requirements as part of its research program. USCG standards-setting and requirements processes should be flexible in order to accommodate and adjust to future capabilities, displays, controls, and technology.

Finally, no display format, physical layout, or environmental display requirements for shipboard display of AIS information for any type of vessel or class of AIS exist. Therefore, such requirements are needed.

REFERENCES

Abbreviations

ANSI American National Standards Institute

IALA International Association of Aids to Navigation and Lighthouse Authorities

IEC International Electrotechnical Commission

IMO International Maritime Organization

ISO International Standards Organization

MIT Massachusetts Institute of Technology

ANSI. 2002. Human Factors Engineering of Computer Workstations. BSR/HFES 100. Human Factors and Ergonomics Society, Santa Monica, Calif.

Farnsworth, B. A., and L. C. Young. 1988. Nautical Rules of the Road: The International and Unified Inland Rules, 3rd ed. Cornell Maritime Press, Centreville, Md.

Grabowski, M. R., and S. D. Sanborn. 2001. Evaluation of Embedded Intelligent Real-Time Systems. Decision Sciences, Vol. 32, No. 1, pp. 95–123.

Grabowski, M. R., and W. A. Wallace. 1993. An Expert System for Maritime Pilots: Its Design and Assessment Using Gaming. Management Science, Vol. 39, No. 12, pp. 1506–1520.

Hoffer, J. A., J. F. George, and J. S. Valacich. 2002. Modern Systems Analysis and Design, 3rd ed. Prentice Hall, Inc., Upper Saddle River, N.J.

Huffner, J. R. 1978. Pilotage in the Port of New York. Report CG-D-81-78. Office of Research and Development, U.S. Coast Guard, Washington, D.C.

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Hutchins, E. 1995. Cognition in the Wild. MIT Press, Cambridge, Mass.

IALA. 2001. Draft Interim Guidelines on Universal Shipborne Automatic Identification System (AIS). AIS10/5/3. Oct. 31. www.uscg.mil/hq/g-a/avt/documents/PDF/AIS%20Guidelines,%2010-31-01.pdf.

IEC. 2001. IEC 61993 Part 2: Universal Shipborne Automatic Identification System (AIS). Operational and Performance Requirements, Methods of Testing and Required Test Results. IEC/TC80/WG8. Geneva, Switzerland, June.

IMO. 2001. Interim Guidelines for the Presentation and Display of AIS Target Information. SN/Circular 217. London, July 11.

ISO. 1984. Development and Principles for Application of Public Information Symbols. Geneva, Switzerland.

MIT. 2002. Wearable Computing Project. www.media.mit.edu/wearable.

Rifkin, J. 2002. The Hydrogen Economy. Basic Books, New York.

Wickens, C. D., S. E. Gordon, and Y. Liu. 2003. An Introduction to Human Factors Engineering. Longman/Addison-Wesley, New York.

Wiegers, K. 1999. Writing Quality Requirements. Software Development, May, pp. 45–48. www.sdmagazine.com.

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TRB Special Report 273 - Shipboard Automatic Identification System Displays: Meeting the Needs of Mariners assesses the state of the art in Automatic Identification System (AIS) display technologies, evaluates current system designs and their capabilities, and reviews the relevant human factors aspects associated with operating these systems.

View report summary as published in TR News 232 May-June 2004

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