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INTRODUCTION
3 Time to learn from each other
UNDERSTANDING ECDIS
4 Answers to frequently asked questions
EXPERT OPINION
7 Choosing the right ecdis
8 Ecdis equipment - lease or buy?
TRAINING
11 MCA advice to UK shipowners
12 Non-mandatory carriage
14 Insight from training research project
ECDIS IN ACTION
18 Dealing with the current shortcomings
22 The shipmanagers problems
PERSPECTIVE
24 The pilots view of ecdis
SOLUTIONS
28 Adveto
29 Da Gama
30 Ecdis Ltd
31 Japan Radio Co
32 Kelvin Hughes
33 Maris
34 Raytheon Anschtz
35 SCD (Charts and Publications)
36 Seagull
37 Totem Plus
38 Transas Marine
NORTH AMERICA
39 Thomas Gunn bolsters its North American role
CHART UPDATING
40 Data compression aids data retrieval
SWITCHOVER
42 Embracing the new way in navigation
REGULATIONS
48 Meeting carriage requirements for ecdis
50 IMOs ecdis mandate
PREPARATION
54 It is time to prepare for ecdis carriage regulations
PROFILE
56 In conversation with Thomas Gunn
CHART MANAGEMENT
58 Software to make data management easier
DIRECTORY
60 Ecdis equipment and service suppliers
LAST WORD
62 Can we make it better?
THE JARGON
64 Abbreviations and acronyms
contents
a complete guide to ECDIS I Summer 2011 I 1
Summer 2011
Consultant Editor: Alan Welcome
t: +44 1843 867 481
e: alan.welcome@rivieramm.com
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e: joanne.collett@rivieramm.com
Chairman: John Labdon
Managing Director: Steve Labdon
Editorial Director: Tony Wilson
Sales & Development Director: Steve Parks
Publishing Director: Hamish Dickie
Finance Director: Cathy Labdon
Group Sales Manager: Bill Cochrane
Published by:
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2011 Riviera Maritime Media Ltd
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a supplement to
A Complete Guide to ECDIS is sponsored by
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been taken in compiling this guide, the editor,
publisher and sponsor are not responsible for the
consequences of any errors and omissions.
a supplement to
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Summer 2011
All about ECDlS
Our ECDS systems are one oI the worId`s most advanced and
Iuture prooI e-chartIng soIutIons avaIIabIe today. 8ut there`s
much more to It.
jrceurope.com]ECDS +
|AN-2000
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Charts
Key to usIng the ECDS -
Iearn aII about charts.
Training
A totaI change Irom
paper charts - traInIng Is
essentIaI.
lMO
AII about ruIes and
reguIatIons.
Ecdis: time to
build on industry
experience
W
elcome to the second edition of
Marine Electronics & Communications
A Complete Guide to Ecdis. This
year we are focusing on implementation and
practical matters.
We are privileged to have contributions from
those with hands on experience of planning and
managing the migration from paper charts to ecdis
in a variety of shipping environments.
While there are a number of common threads,
it is clear that a successful outcome requires a
bespoke approach. Historically, the industry at
large has demonstrated that it is not too good at
this sort of thing but it must not resort to its normal
default position of ignoring mandatory equipment
issues until the last minute. Ecdis will become the
primary navigation tool for the majority of Solas
ships and it is simply too important to be treated in
an ad hoc fashion.
K
aren Kruse from Nordic Tankers and
Alasdair Ireland from V.Ships share their
experiences of implementing ecdis ahead
of mandatory carriage requirements, while Captain
David Elliot from Arklow Shipping provides an
insight into the rationale and practicalities of a
voluntary, non-mandatory ecdis programme.
This is certainly a situation in which it pays to
share knowledge and experience by any practical
means; everyone gains from spreading safety
critical information as widely as possible.
It was encouraging to see the level of
engagement at the Ecdis Revolution Conference
in London last year, though it was sobering to
register the degree of uncertainty and confusion
that remains in some areas. Events such as this,
along with increasing online interaction, suggest
that more industry players are getting to grips
with the ecdis challenge, sharing their worries,
problems and solutions. Nevertheless, as we all
know, management and operational standards
vary dramatically between shipping companies
and there can be little doubt that as the ecdis
rollout progresses, a heavy burden will fall on
flag states and port state control to ensure safe
compliance in fact as well as in the letter of the law.
I
nvariably, when any aspect of ecdis is under
discussion, it does not take long before training
is identified as a key and possibly defining
factor. After all, it is generally agreed that ecdis
as presently constituted is far from perfect and
not necessarily always particularly intuitive
or user friendly. Consequently, it is vital that
operators understand not only how to operate their
equipment; they must fully appreciate both the
general limitations of ecdis and also the particular
quirks of the make and model of ecdis they are
using. Opinions vary as to the appropriate nature
and level of training required and how it should
be delivered. But while we may debate how the
ideal arrangement might look, it must be accepted
that training hundreds of thousands of bridge
personnel over the next seven years will prove
intensely challenging, especially as the demand for
training will show significant spikes around major
implementation dates.
In terms of equipment supply and training
provision there is everything to be said for making
ecdis arrangements well ahead of your mandatory
carriage date. When it comes to safety critical
systems, its not such a good idea to be involved in
the marine equivalent of last-minute shopping at
the filling station on Christmas Eve. ECDIS
introduction
Alan Welcome
a complete guide to ECDIS I Summer 2011 I 3 www.rivieramm.com
4 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Frequently asked
questions about Ecdis
What does ecdis stand for?
Electronic chart display and information system.
Ecdis displaying ENCs (see below) are recognised
under Solas regulations as being capable of meeting
the chart carriage requirements for international
shipping. Therefore if flag state approved, and
unlike any other electronic charts, the systems may
be used as the primary sources of navigational
information in place of paper charts.
Is ecdis training mandatory?
It has always been considered clear that under
STCW 95 ecdis systems are deemed to be included in
the term charts. Therefore it follows that if ecdis is
used as a chart the user must demonstrate the same
degree of knowledge and competency concerning
the use of ecdis as a user of a conventional chart
must demonstrate in chart competency.
The recent Manila amendments to STCW 95 have
confirmed this interpretation and provided details of
the training required. Nevertheless, it is interesting
to compare the time and effort currently invested in
training for traditional chartwork with the short time
stipulated for ecdis training. Traditional chartwork
remains vitally important but as ecdis progressively
becomes the default navigation display system it
seems sensible that the balance of initial training
should be adjusted to recognise this fact.
What are the requirements for ecdis training?
IMO approved a standardised model course for
ecdis training on the operational use of ecdis in 1999
(IMO course 1.27). This course is offered by approved
training institutions and maritime academies. This is
termed generic training and covers legal aspects and
requirements while highlighting the dangers of over
reliance on the technology. Students receive a wide-
ranging, albeit brief, introduction to subjects, including
the presentation of data, the various functions
available, errors in display and interpretation, and
ecdis back-up. Type-specific ecdis training is also
required so that students will be familiar with the
equipment they actually encounter on board. This is
generally, but not exclusively, provided by equipment
manufacturers. The MCA has recently issued guidance
on the subject of ecdis training please see page 11.
What are ENCs?
Electronic navigational charts. These are official
vector charts that conform to the specifications of
the International Hydrographic Organisation (IHO)
and that are issued by or on behalf of a national
hydrographic authority. ENCs are fully compliant with
the IHO product standard. IHO member nations are
responsible for producing ENCs of their own waters
and updating them with all safety-critical information.
What is a RENC?
A regional ENC co-ordinating centre. To ensure
uniformity in the format and distribution of ENCs, the
IHO created a principle called WEND, or Worldwide
Electronic Navigational Database. WEND anticipated
that each major geographical area of the world would
have its own RENC. Each ENC-producing nation
would send its data to the local RENC, which would
be responsible for validating and distributing the ENCs
to end-users. It hasnt quite worked out like that so far.
There are only two RENCs operating worldwide,
Primar-Stavanger in Norway and the UK-based
International Centre for ENCs (IC-ENC). However,
there are two RENC offices in the IC-ENC framework.
The UK Hydrographic Office runs the headquarters
office and the Australian Hydrographic Service
manages the second.
What are RNCs?
RNC stands for raster navigational chart, which is
a digitally scanned copy of an official paper chart.
RNCs can only be issued by or on the authority of
a national hydrographic office. RNCs may be used
in ecdis, most likely in areas where ENCs are not
yet available. However, if ecdis is using RNCs, this
understanding ecdis
a complete guide to ECDIS I Summer 2011 I 5 www.rivieramm.com
must be in conjunction with an appropriate folio of
up-to-date paper charts.
How are ENCs kept up to date?
In common with paper charts, ENCs (and RNCs)
must be kept corrected by notices to mariners issued
by hydrographic offices. This is achieved by applying
regular update information to the chart data via a
data file.
The update file may be transferred wirelessly
or by a suitable medium such as a CD. The
updating process is automatic although ecdis has
the capability for manual updating. This can be
employed if the digital update is not available.
What is a VAR?
A value added reseller. RENCs appoint VARs
to act as specialist distributors, developing their
own services revolving around ENCs. VARs will
generally include additional complementary
electronic products, providing these tailored services
through their own distribution networks.
What are MIOs?
Marine information overlays. These provide
additional information for ecdis that is not contained
in the ENCs. MIOs provide valuable supplementary
information not regarded as critical for navigation.
What is ECS?
Electronic chart system. An ECS is any arrangement
of hardware and software for displaying electronic
charts that is not a fully compliant ecdis which
is approved for navigation on a specific ship by
the appropriate flag state authority. When a vessel
operates with ECS the paper charts remain the official
basis for navigation, so the vessel must retain and use
a full folio of up-to-date paper charts on board.
Nevertheless if a shipping company provides an
ECS for use on board, it has a duty to ensure that the
officers are competent in its operation even though
it is not the primary means of navigation.
How do I obtain ag state certication?
Flag states differ in their approach. The best advice
is to contact your flag state at an early stage to
ensure that you understand its specific requirements
and to confirm that the equipment you plan to use is
acceptable. As things stand, it is necessary to obtain
a certificate of equivalency to allow ecdis to be used
to fulfil the Solas chart carriage requirement. The
certificate shows that the vessel has a type-approved
ecdis fitted in accordance with IMO requirements
and that it is provided with an approved back-
up system. There will also be crew training and
documentary requirements such as SMS to fulfil.
When must I have approved ecdis on my ship?
An amendment to Solas chapter V regulation 19.2 states
that ships on international voyages must be fitted with
ecdis according to the following timetable (below).
Where can I nd relevant regulations and
ofcial advice?
Until recently this has generally not been so
easy, but you can now take advantage of www.
ECDISregs.com. Its stated mission is to provide
a full, free-to-access library of publications and
documentation of regulations pertaining to
ecdis and related subjects. It also offers an ecdis
regulations notification service. ECDIS
Ships may be exempt if taken out of service within
two years of the relevant implementation date
TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS
Ship type Size New ship Existing ship
Passenger ships 500gt 1 July 2012 No later than first survey after 1 July 2014
Tankers 3,000gt 1 July 2012 No later than first survey after 1 July 2015
Dry cargo ships 50,000gt 1 July 2013 No later than first survey after 1 July 2016
20,000gt (new ships)
20-50,000gt (existing ships
1 July 2013 No later than first survey after 1 July 2017
10,000gt (new ships)
10,000-20,000gt (existing ships
1 July 2013 No later than first survey after 1 July 2018
3,000-10,000gt 1 July 2014 No retrofit requirements to existing ships <10,000gt
6 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
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a complete guide to ECDIS I Summer 2011 I 7 www.rivieramm.com
Shopping for ecdis
H
ow do you go about buying ecdis for your
ships? First of all you must learn your
subject well and get to grips with the
requirements of your flag state and the ports your
vessels may visit.
When it comes to purchasing hardware, does it
matter which make and model you choose? After
all, they are all type approved. Probably much
more than you think, because the performance
standards against which ecdis are tested represent
a minimum level of performance and functionality.
So, although all type approved products are
acceptable in the regulatory sense, they are
certainly not equal.
Find opportunities to obtain hands-on experience
and compare a range of products. Reading
manufacturers brochures is not enough. Ecdis is
important, safety-related equipment and should not
be purchased without proper consideration.
Investigate the extent to which a system is
future-proofed. How easily can the hardware and
software be upgraded? Ecdis are essentially desktop
computers, so bring your relevant
experience to bear on the technical
specification, and remember how
often you find the need to upgrade
computers at home and in the office.
Consider the medium term
commercial viability of the
manufacturer. If the company
folds and upgrades cease, your
ecdis may not be able to respond
to regulatory changes and so
its ability to satisfy flag state
requirements could be lost with
potentially serious flag and port
state control implications.
Ecdis should deliver safer navigation and ease
the workload. But your choice of equipment will
have a marked bearing on the extent to which these
benefits are delivered.
Will the system interface with the other bridge
equipment? The ability to copy co-ordinates from
Navtex, for example, is invaluable when plotting
temporary areas. The ease of use and the transfer
functionality contribute to the safety of navigation.
Remember that ecdis is no more than an aid to
navigation. Navigators must develop the routine
of regularly checking and verifying the vessels
position and progress. The standard requires some
provision of the necessary navigation tools, but what
is it like to use them? How effective is your chosen
ecdis as a platform for non-GNSS navigation? How
do you lay off compass bearings and cross them
with radar ranges? Would you be comfortable
repeating that process every 15 minutes? If not, will
your sea-going staff want to be bothered?
Ecdis can make life easier, but if the software is
badly designed, navigators will not be at ease with
it. The performance standards specify what must be
done but not how to do it.
Speed is important and this is linked to hardware
specification and future proofing. How quick is the
system when scrolling, zooming and loading new
charts? The performance standard requires these
functions to be delivered in less than 5 seconds,
but that is slow! Imagine counting slowly to five
in a critical navigational situation.
Is the hardware specification
sufficient to allow the software to
process the high volume of data
that the system may be required
to display? A slow system is a
dangerous system.
Find out how long it takes to
undertake chart updates. Is there
an option for direct SENC updates?
Some systems take hours while
others take minutes. Time, effort
and money invested at this stage
will repay handsomely in the long
run. ECDIS
Mike Pearsall, business development
manager with training and
consultancy company Ecdis Ltd,
offers some expert advice to those
tasked with selecting ecdis hardware
choosing hardware expert opinion
Mike Pearsall: ecdis should
not be purchased without
proper consideration
8 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Is it best to rent or buy?
A
nyone under the impression that the move
to ecdis involves a one time fit and forget
transaction could not be further from
the truth, according to Andy Norris. Ecdis must
operate with ENC data prepared to International
Hydrographic Organisation (IHO) standards. These
standards can be subject to changes which in turn
require updates to ecdis software in order for it to
continue to function correctly.
Some older systems may still be unable to
display archipelagic sea lanes and particularly
sensitive sea areas because the IMO requirement to
do so was introduced after they came into service.
In fact this change in standards served to highlight
the problem and in consequence IMO issued a
safety of navigation circular (SN1/circ 266) requiring
manufacturers to provide a mechanism to ensure
that their software maintenance arrangements are
adequate. Not surprisingly, this requirement was
incorporated in the latest, 2008 version of the type
approval standards.
Furthermore, the circular leaves no doubt about the
legal importance of the matter, noting that if an ecdis
is not updated for the latest version
of the IHO standards, it may not meet
the Solas chart carriage requirements.
This functionality will certainly be
put to the test in a few years time with
the eventual introduction of the new
IHO data standard S-101, planned to
replace the existing S-57 standard. In
addition to delivering a major revision
to existing ecdis software it could
well find some systems insufficiently
powerful to run the upgrade in a
satisfactory manner.
While he appreciates and supports
the need for continued compliance, Dr Norris says he
can see it leading to problems. Consider the situation
if a software upgrade cannot effectively be handled
by the existing hardware. This is something we are
all familiar with in our offices and homes, but for
onboard safety critical equipment it is a more serious
matter. Will it be necessary to buy a new ecdis or will
it be possible to replace the outdated and inadequate
internal hardware?
Neither solution is easy or cheap, and you
would need to consider whether upgrading internal
hardware may lead to issues with continuity of your
equipments type approval. Even so, the type approval
issues are unlikely to be insurmountable and this
approach could deliver a cost effective means of
extending a units useful life.
While shipowners can do their best to future-proof
by sourcing well specified systems, that can only help
to a limited extent and the expense and logistical
challenges of an unforeseen fleet refit or upgrade
would be unwelcome at the very least. Furthermore,
a difficult situation would arise if the manufacturer of
your ecdis equipment went out of business. Deprived
of support and upgrades, your expensive investment
could quickly become unviable.
One way of addressing such problems, suggests
Dr Norris, would be to move to a business model
in which shipping companies lease their ecdis
hardware, rather than purchasing it outright as is
generally the case at present. That way all hardware
and software upgrades remain
the responsibility of the supplier
and come as part of the package,
removing the danger of unexpected,
unplanned costs. Whats more, a
well organised leasing company
should be able plan and manage
upgrade activity in such a way as
to incur the minimum of shipboard
disruption. ECDIS
Dr Andy Norris is the author of
Ecdis and Positioning, published
by the Nautical Institute
Leasing ecdis equipment may be
the best way to ensure continued
compliance while avoiding unpleasant
surprises, Andy Norris suggests
expert opinion: choosing hardware
Dr Andy Norris: ecdis equipment
must be able to accommodate
amendments to standards
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10 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Sir Derek Bibby Maritime Training Centre
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conducts the ECDIS Course
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(EODlS} (2010 ed|t|on} and fu|f|s the requ|rements of STOW/oonf.2/34 of the 2010 Man||a oonferenoe
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a complete guide to ECDIS I Summer 2011 I 11 www.rivieramm.com
Type-specific training is
still a tricky problem
M
arine information note (MIN) 405,
published by the UKs MCA, sets out
to clarify acceptable forms and levels of
ecdis training for personnel on UK-flagged vessels
which have ecdis as their primary means of
navigation. It makes no reference to ecdis training
for pilots, but you can find information on that
subject on page 24 of this guide.
The master and all navigational officers of
such UK-flagged vessels are required to have
completed both generic and ship-specific
equipment ecdis training. Generic training is
fairly straightforward as it must be delivered via
an officially approved method.
Completion of any one of the following,
together with reference to MIN 405, should satisfy
port state control officers that the holder meets
the required ecdis generic training requirements:
- a navigalion iadai and aipa sinuIalion (NARAS)
course (operational or management) completed
after 1 January 2005
- an MCA-appioved ecdis couise lased on lhe
ecdis seclion of lhe MNT NARAS liaining guide
(second 2004 or subsequent edition)
- an ecdis piogianne lased on lhe IMO nodeI
ecdis course 1.27, approved by the MCA
- an ecdis piogianne lased on lhe IMO nodeI
ecdis course 1.27, approved by the maritime
administration of an EU member state.
MCA says ecdis ship-specific equipment training
should relate to the ecdis equipment actually fitted
to a ship, so it will be necessary to undertake such
training for each different system an individual is
required to operate.
This training should build on the MCA-approved
generic training. It should be delivered by the
equipment manufacturer, its approved agent or a
trainer who has attended such a programme. Trickle
down training, one officer training another and so on,
is not acceptable because it results in an incomplete
transfer of knowledge of the equipments capabilities.
There is no MCA approval system for ship-
specific equipment training and MIN 405 does
not specify exactly how it should be delivered. It
appears to be up to manufacturers and trainers
to develop solutions, which could include CBT or
onboard training, and demonstrate that they are
fit for purpose. This still leaves matters less than
perfectly clear for UK shipowners seeking to employ
ecdis as the primary means of navigation.
Paul Hailwood, director, Hailwood Consultancy,
has particular expertise in assisting shipping
companies with the transition to ecdis and
integrated navigation systems. He says, I believe
that type-specific training should be approved by the
manufacturer. Taking the example of a UK-flagged
ship; when the shipowner approaches the MCA to
discuss an application to operate with ecdis as the
primary means of navigation, I would expect the
shipowner to identify type-specific training for each
officer with a signed and approved certificate from
the ecdis manufacturer. This is significantly different
from onboard familiarisation training conducted
between the officers. ECDIS
Training guidance has been
published by the UKs Maritime and
Coastguard Agency
training
MIN 405 will apply to training for the Sperry Marine
bridge system on UK-flagged ropax, Spirit of Britain
12 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Early adoption increases
safety and efficiency
I
n terms of its attitude to ecdis, Arklow Shipping
demonstrates an unusually pro-active approach.
Founded in 1966, the company has built up a
fleet of modern single deck, box hold, and container
fitted general cargo vessels ideally suited for the
carriage of fertilisers, grain, steel, aggregates, china
clay, wood pulp, coal and chemicals, among others.
Currently the fleet of 41 vessels, ranging from
3,000 to 14,500 dwt, operates mainly within northern
Europe but the company is gearing up to trade
further afield.
What sets Arklow apart from the herd is that
although none of its vessels fall under the scope
of mandatory ecdis carriage, it already has 18 fully
ecdis compliant vessels sailing without a full folio
of paper charts and the intention is to add five more
ecdis equipped vessels during 2011.
Arklows marine superintendent, David Elliot,
says there are good strategic and practical reasons
for adopting this policy.
In 2004 the company embarked on a
newbuilding programme, intended both to replace
older tonnage and also to increase the size of
the fleet. Our owners wanted the newbuildings
equipped to meet regulatory requirements up to
2020. E-navigation and ecdis were factored in as
likely future requirements.
On the practical side, manning levels in our fleet
range between seven and 10 crew and our vessels
average between four and five cargoes per month.
Our crews deal with a high workload and meeting
the ILO hours of rest requirements is a major
exercise in time management. We recognise the
value of technology that can reduce that workload
while delivering enhanced navigational safety.
Capt Elliot acknowledges that the manageable
size and nature of the company and the stability of
its personnel act in its favour when implementing
ecdis, particularly in the vital matter of delivering
effective training.
Training is crucial, not just for the crew but also
for relevant members of the management structure
ashore. To achieve a smooth transition from paper
charts to ecdis it is essential that key shore staff
receive appropriate training.
The ISM code puts the responsibility on
shipowners and operators to ensure that personnel
are given appropriate training and familiarisation
with their duties prior to sailing, while the STCW
convention requires navigating officers to possess a
thorough knowledge and ability to use navigational
charts. That applies as much to ecdis-running
A forward looking shipping company
reaps the benefits of its voluntary
ecdis roll-out
training
Arklows fleet features 18 fully ecdis compliant vessels
a complete guide to ECDIS I Summer 2011 I 13 www.rivieramm.com
ENCs as it does to paper charts.
Initial generic training does not present any
particular problems for Arklow, but it is vital
that this is followed by effective type-specific
training. In the early stages of the companys
ecdis implementation, type-specific training was
necessarily carried out ashore, but now the policy
is to provide it on board, and with good reason. To
be really useful, type-specific training must include
familiarisation with the actual, onboard hardware
installation. All the hardware issues we have
experienced have been with simple matters such
as loose wires. It is important to have the practical
knowledge to deal with these glitches. Overall,
he says, the system rarely fails and if it does it the
problem can generally be traced to improper use.
Capt Elliot says that ideally there should be
common ecdis equipment across a fleet and this
was one aspect of the implementation plan. In
practice, and for a variety of reasons there are two
systems in use but he says the crews have adapted
well. Even so, the company aims to avoid chopping
crews between vessels with different systems.
Furthermore, crews also have to adapt to changes
resulting from system software upgrades.
With regards to the onboard changeover from
paper to ecdis, he says it is vital to recognise
and respect the different rates at which people
become familiar with the technology and
accept that this variation can be considerable.
Thoughtful deployment of navigation officers
can help with this process, which becomes easier
as you approach critical mass with trained and
experienced personnel.
Not surprisingly the younger ones are quicker
to adapt and so we find that mixing
young second mates with older
masters works well. And it works
both ways. While the older, sceptical
masters learn to operate and
appreciate the system, they pass on
their innate caution to the younger
personnel, teaching them to trust
nothing in isolation and to check
and check again.
We do whatever is necessary
to ensure that our masters are
comfortable and confident with
ecdis. This can involve extended
handovers at sea. He says that although this
inevitably eats into leave periods, dedicated staff
accept the need to make this sacrifice to ensure the
continued safe operation of their vessels.
Paper charts must be retained on board until
everyone associated with the vessel is competent
and confident with the ecdis fit. For our first ecdis
equipped vessel we kept paper charts on board
for six months, but this has been progressively
reduced and now we are down to, typically, six to
eight weeks.
It doesnt end there, because whenever a
superintendent or training officer visits a vessel,
the ecdis and onboard procedures are checked
for proper operation. Furthermore, superintendents
make check voyages to observe the standard of
navigation on board.
Capt Elliot says he is well aware of reported
accidents and incidents attributed wholly or in part
to the use of ecdis and ECS. He says that in virtually
all cases it is not the equipment but rather its
improper use that resulted in bad outcomes and this
just reinforces his determination to deliver proper,
effective training and monitored performance.
Approval of the training plan is just one aspect of
the consultation process with the flag state regarding
an application to sail without paper charts. There is
plenty more to do including a significant revision
of ISM in the light of the move from paper to ecdis,
including crew familiarisation records, performing
and recording of passage planning, route validation
and scrutiny, the portfolio of cell licences and
updating chart cells.
Capt Elliot concedes that ecdis is not perfect. In
particular he notes that the lack of standardisation
is a particular problem when
integrating a pilot into the bridge
team. Pilots cannot be expected to
be familiar with all available systems,
so I support the idea of a common
HMI such as S-mode.
Overall he says, for Arklow
Shipping, implementing and
embracing ecdis has been and
continues to be a very positive
development. Our crews like
it, it enhances the safety of our
operations, and we see genuine cost
savings. ECDIS
Capt David Elliot: Training
is crucial for crew and
shore managers
14 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Research seeks to plot a
course for better training
F
or all its advantages, ecdis is only as
effective as its operator. IMOs mandatory
carriage requirements for ecdis have created
a challenge for the shipping industry to provide
good quality ecdis training in order to deliver
competent operators.
In view of the urgent importance of effective
ecdis training, I have conducted a research project
to investigate the need to improve ecdis training
for merchant ship navigators. The research has two
main objectives: to assess the adequacy of the ecdis
training currently provided, and to determine ways
of improving the current ecdis training in line with
future requirements.
Research data was collected from a questionnaire
completed by 149 serving navigating officers of
various ranks attending professional courses at a
maritime institute. I also used 11 structured interviews
to gather the views of professionals directly or
indirectly involved in deck officer training on board
and ashore, including maritime college lecturers,
shipping company managers and surveyors.
70 per cent of responding students have used
some form of electronic chart systems on board,
including approved and non approved charts. Only
18 per cent had sailed with ecdis as the primary
means of navigation and 9 per cent were confused
about the difference between ecdis and ECS.
65 per cent of the participants had received
some form of ecdis training, but the results indicate
interesting views as to how and why it was
provided. When joining vessels equipped with ecdis
for the first time, 52 per cent said they had picked
up the training on board after joining the vessel (ie,
essentially unstructured, on-the-job).
33 per cent of the generic training holders had
received this training as a part of their certificate of
competency, although at the time of survey, it was
not a direct requirement of the STCW 95 code (the
Manila amendments to the STCW convention and
code will change this situation).
25 per cent received training from the ecdis
operator course, normally following the IMO model
course. 24 per cent received training in accordance
with the requirements of their companys ISM
code. 47 per cent of students said their training was
approved by the administration, 21 per cent said it
was not, while 32 per cent were not sure about the
status of their training.
The research showed that the suggested length
of the IMO model course is not always followed
by training providers, while equipment-specific
training lacks guidelines or regulations and there is
no regulatory body to draw guidelines on the type-
specific training performance standards.
Many shipowners appear to be
reluctant to invest in ecdis training,
according to research carried out by
Capt Zakirul Bhuiyan, senior lecturer
in marine simulation at Warsash
Maritime Academy
training
Capt Zakirul Bhuiyan: not all training providers follow
the suggested length of the IMO model course
a complete guide to ECDIS I Summer 2011 I 15 www.rivieramm.com
There is no harmonised training available
worldwide with different countries carrying out
training using their own interpretation of the
requirements. Although the duration of the IMO
recommended model course 1.27 is 40 hours, in
practice most of the current ecdis courses include
only 20 to 24 hours of training, in order to reduce
the costs. Research also shows that the courses are
normally poorly defined with no consideration for
the definition of the appropriate equipment.
When students were asked for suggestions, 42
per cent of them stated that the practical part of the
training should be extended in the course and 30
per cent felt the familiarisation of the equipment
needs more time. Encouragingly, 79 per cent believe
all deck officers should get proper training before
serving on a paperless ship and 77 per cent said
more training is essential to become competent and
confident to serve on a paperless vessel.
Regarding students practical onboard
experience, 42 per cent commented that ecdis
often or always causes information overload. This
overload on operators is quite alarming, as ecdis
should be used for the best information display. This
can only be achieved when the ecdis settings are
properly configured.
When using ecdis, navigators should be able to
recognise the optimised navigational information
required in any situation including effective
management of the alarm system, safety settings
and integrity of the system.
About 70 per cent of participants had very poor
understanding of ecdis back up arrangements, even
though its role should be defined very clearly in the
safety management system (SMS). When questioned
further, 78 per cent commented that risk assessment
was not included in the training courses they had
undertaken. About 46 per cent of students said
that ecdis alarm management was not included in
their training.
88 per cent agreed or strongly agreed that over
reliance on ecdis has contributed to some recent
marine accidents. Furthermore, ecdis can become
more of a liability than a benefit if watch officers are
unfamiliar with the systems in use, or are confused
by the information presented.
The survey indicated that operational guidance
on ecdis was provided on 91 per cent of the
participants vessels, which shows a positive
attitude to safety management. However, the actual
effectiveness of these guidelines is an area which
requires further study.
On the subject of ecdis and GPS, 86 per cent
of survey participants said that GPS can be relied
upon, indicating that ecdis users are confident
about the reliability of GPS. But this result also
demonstrates that in many cases mariners have not
been made fully aware of the dangers of placing
total and absolute reliance on GPS for the safe
navigation of their vessels. GPS is not infallible; it
is susceptible to interference and loss of accuracy
(for example in piracy areas). It is quite possible for
large errors caused by an unhealthy satellite to go
undetected for many hours which may be further
16 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
aggravated by jamming and spoofing.
The transition from paper chart navigation to
paperless ecdis navigation will require emphasis
throughout an officers training period. A full
integration of ecdis training is needed within the
professional certificate structure. Organisational
policy should establish the training standards with
which ships officers must comply. A risk assessment
procedure including what if type questions and
quality control guidelines should be available on
board and ashore for each ship. It is essential that
masters, navigating officers and shipowners raise
their level of ecdis awareness.
It is evident from the research that all training
professionals agree on the need to incorporate
detailed assessment procedures in the training to
determine whether a certificate can be awarded.
78 per cent of participants believe that ecdis
training should be a part of continuous professional
development, although some of the interviewees
argued that if officers are continuously using ecdis
they do not require refresher courses and navigators
learn more from practical experience with the
equipment than they do in college.
The speed at which modern technology is
developing may mean that those who have not
attended an academic training course in, say, the
past 5 years, ought to receive refresher training on
all modern equipment, including ecdis. More to the
point, ecdis trainers should themselves be required
to attend refresher courses at least every 5 years in
order to maintain up-to-date knowledge and ensure
that they are complying with the legal aspects and
the implementation of the appropriate standards.
Regarding ecdis equipment itself, 85 per cent
of students and the majority of interviewees are in
favour of a harmonised approach from the different
manufacturers. With so many makes and models
available, generic training can only advise students
of the functions available and that somewhere in the
menu system those functions can be found. Without
some form of harmonisation, officers will need to
top up with type-specific training throughout their
careers as they change between vessels fitted with
different systems.
In my opinion, the best option for addressing this
problem is the idea of Standard mode on every bridge
in the future. When it is pressed each component
would return to a default display with which every
operator is familiar. The whole concept of developing
S-mode is to produce a common recognisable set of
controls. The first stage in the development will be
an initial study of user requirements, followed by the
creation of a few working models for simulator trials
around the world involving practicing mariners.
Such harmonisation will be an advantage for
pilots and navigators changing ship or company.
Furthermore, it might concentrate innovation on the
needs and capabilities of the ecdis operators and make
new technology solutions more user-friendly. A regular
review of harmonisation standards should ensure that
the latest innovations are taken into account.
Many shipowners appear to be reluctant to
invest in training, adopting the attitude that the
navigators will be trained by using the equipment.
This is unsatisfactory and grossly inadequate. The
additional expenses of travel, accommodation and
the attendees unavailability for work are a major
drawback for many ship operators. Due to the
officer shortage, promotion occurs more quickly;
training
A bridge simulator is a valuable ecdis training tool
a complete guide to ECDIS I Summer 2011 I 17 www.rivieramm.com
less experienced officers tend to make more mistakes
causing more hazardous situations. Onboard officers
retention rates are in decline in many companies, as
manning agents are engaged in wage warfare in an
attempt to lure officers.
However, adequate training prevents incidents
and accidents and gives the crew the confidence
to operate equipment competently and handle
emergencies effectively. Training costs should be
seen as an inescapable long-term investment that
will contribute towards future profits.
The absolute responsibility for enforcing the IMO
ecdis carriage and training requirements will remain
with the flag states. A voluntary audit system may be
considered in the future, which would then provide
guidelines to address the training shortcomings.
In my view the governments of many developing
countries often lack the resources and expertise
to implement measures with the same speed as
developed countries. IMO should address this
imbalance by assessing the needs of countries and
matching them to expertise, funding and training,
which may be made available by donor countries.
One of the important measures that should be
considered in the future by port state control is the
adoption of more focused attention during ship
inspections towards the validation of ecdis training
levels. The global nature of PSC is ideal for delivering
standardisation to the process. However, the PSC
officers also require proper ecdis training. Moreover,
the quality of deck officers training should be
monitored during ISM internal and external audits.
Open ecdis forums such as the Nautical Institute
ecdis forum are worthwhile in maintaining ecdis
training and knowledge and provide a valuable
platform for the exchange of ideas.
Finally, the research highlighted the importance
of cross checking ecdis information with input from
other sensors, most importantly a visual lookout,
as the human eye is the most valuable tool at a
navigators disposal. It is important to stress that ecdis
will be a valuable asset in assisting the navigating
officer to allow more time to keep a lookout and
provide improved situational awareness.
The research contains an element of bias as it
has been carried out at a training provider and the
interviews were conducted in the UK; so it cannot
be assumed that the responses would be mirrored
elsewhere. This limitation is addressed by a
recommendation for further research, perhaps
involving sea-going deck officers internationally.
Moreover, a qualitative study of the new
proposed IMO ecdis model course is vital to
harmonise training. This will help to achieve an
improved and universally acceptable ecdis training
structure. ECDIS
TYPE OF ECDIS TRAINING RECEIVED
generic training
equipment specific
Part of CoC flagstate
requirement
ECDIS training received
by
manufacturer
company
requirement
other ECDIS
operator
training
25%
16%
6%
22%
13% 24% 32%
p
e
r
c
e
n
t
a
g
e
o
f
r
e
s
p
o
s
e
s
40%
35%
30%
25%
20%
15%
10%
5%
0%
Results from a recent survey conducted by Warsash
36% 26%
18 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Companies must take
ecdis seriously
E
cdis is here to stay, despite gaps and
flaws in the IMO standards, flag state
requirements, the equipment itself and
training arrangements. Companies must take the
matter seriously and identify and address these
shortcomings in creating usable fleet solutions to
reduce the risks as far as reasonably practicable.
There is no simple way to achieve this; the task
will be dynamic and never-ending as equipment
and rules develop and change, but when the basics
are in place, building on top and revising procedures
will be much easier.
In my opinion, the three most hazardous
shortcomings of the IMO standards relate to
essential sensor inputs, safety parameter settings
and safety contour settings. The IMO standard only
requires that ecdis should be connected to systems
providing continuous position-fixing, heading and
speed information. All other sensor inputs/layers
are optional.
I highly recommend that the radar overlay
should be provided, not least because it provides
an independent means of checking the ecdis
when sailing in coastal areas. If the GPS signal or
input fails it will be quickly detected by the user,
independently of any alarm generated. However, it
must be ensured that the same conning position is
used for both ecdis and radar setup otherwise the
overlay could show discrepancies.
I also recommend the Navtex/T&P notice
overlay to ensure that the vessel can monitor
all relevant Navtex/T&Ps on its route and
that redundant warnings and notices will be
automatically deleted.
Echo sounder input allows the system to
generate an alarm for the minimum depth value
based on actual sounder data (minimum UKC
allowed). If the echo sounder input is not supplied
then the system can only give an alarm based on
depths in the ENC chart.
The ships position is invariably delivered
by GPS, but whenever possible, a second
independent positioning method of a different
type should be provided.
In the absence of two distinct position fixing
systems, I recommend that two GPS units should
be connected directly to both independent ecdis
units. The GPS signals will then show as primary/
secondary position on the ecdis and the systems
will be able to monitor and generate an alarm on
GPS discrepancies set by the operator. Otherwise
the ecdis can only give an alarm if the single GPS
signal fails.
I also recommend the use of the AIS overlay,
although radars complying to the latest standards
already have this facility. VDR must be connected
to the ecdis to provide maximum functionality in
the event of an incident.
Karen Kruse, marine superintendent
with Nordic Tankers, offers valuable
advice based on the implementation
of ecdis across a large tanker fleet
ecdis in action
Nordic Tankers fleet uses Transas ecdis systems
a complete guide to ECDIS I Summer 2011 I 19 www.rivieramm.com
The serious problem with
safety parameter settings and anti-
grounding alarms is that there is
no common terminology across the
various makes of ecdis. This creates
confusion in the fleet if a number of
different types of ecdis are installed
on various vessels. For example, the
operator selected ahead and lateral
distances required to activate
the other safety parameter/anti
grounding settings are variously
known as safety domain, safety
zone, safety frame and safety ring.
Furthermore the extent to which
this parameter can be adjusted is not consistent
between makers.
Lack of consistency is also the problem when we
consider the safety aspects of depth contours. Values
for these can only be chosen from a limited range of
depth values and they are not handled uniformly
on ecdis equipment. This is important because a
company needs to have a procedure covering the
most critical settings such as safety depth, shallow
contour, safety contour plus alarm and deep contour.
After all, the whole basic ENC picture presentation
is dependent on how these parameters are set up.
Vessels should not be allowed to use less than a four
colour display setting. This lack of flexibility and
consistency can result in a confusing and unhelpful
situation for vessels with marginal draughts faced
with a limited choice of depth contours. These are
the sort of issues that a diligent company must
address when implementing ecdis.
While it is impossible to create an ecdis
implementation checklist that fits all companies, I
have made some brief suggestions that I think may
help in developing a bespoke checklist for an ecdis
implementation programme.
Form a company group with competent members
who can deal with the whole implementation
process so someone is responsible for all steps.
Make sure both deck and technical departments
are represented.
Make a full management of change plan for
the whole process to risk assess the equipment,
installation, sensor inputs, training and procedures.
A risk assessment from the MCA can be used
(detailed risk assessment specimen).
As far as practicable, install the
same make and type of equipment
across the fleet. It will then be easier
and more affordable to negotiate
better service agreements and
create good general procedures.
Ensure the ecdis can be connected
to all the navigational sensors/
layers you choose as a company
standard. Investigate whether
software upgrades will be
developed for your equipment. A
good supplier will have an annual
service agreement.
Ensure equipment is approved
according to the IMO standards if in doubt contact
your classification society. Class needs to approve
the ecdis equipment and this will be stated on
the cargo ship safety equipment certificate. Some
flag states also require a special ecdis flag state
certificate. Decide on the bridge layout, ensuring the
master ecdis is easily accessible, close to the radars
and other bridge equipment.
All deck officers must attend an ecdis IMO model
course before signing on. The company must also
establish a training procedure for the office based
supporting staff. If you can find an IMO model
course that uses your suppliers equipment then
this provides both the generic ecdis course and the
ship-specific course. Some suppliers provide IMO
model courses, but be aware that the standard of
these varies despite fulfilling the IMO requirements.
Decide how you will supply type specific training.
Choose how you want to receive ENCs and
weekly updates. This depends on your vessels
communication equipment. ENC cells are normally
ordered via e-mail and updates can be sent by
the chart supplier weekly via the communication
system or by CD. To receive the weekly ENC updates
via the communication system you normally need
have some kind of software program (unless this
feature is integrated in the ecdis) installed on the
bridge computer connected to the communication
system, which should be provided with an anti-
virus program.
You must identify a reliable ENC chart supplier
offering a 24 hour service and implement solid
procedures for ENC supply and updating. Check
whether the flag state has any specific requirements.
Karen Kruse: Radar overlay
should be provided
20 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
Currently ENC cells can be purchased in three
distinct ways.
These purchasing options must be evaluated to
determine which is the most economic in regards
to the vessels trading area. Once a contract is
negotiated it can be difficult to change the chart
system on board. Furthermore, change can create
confusion on board.
To avoid chart ordering failures, agree a
maximum budget for each chart order before
the company must be contacted. A vessel must
of course never be denied any charts if it needs
them. Consider your vessels trading areas to
make sure your chosen supplier will be able meet
its service obligations.
Do not remove the paper charts on board
before the system is completely up and running,
including the software program for weekly ENC
updates/ENC ordering. Before the paper charts
are removed, I recommend that a company auditor
goes on board to audit the navigators in the use of
the ecdis system and verify that everything is
working as it should.
Implement ecdis as critical equipment and
ensure the planned maintenance system (PMS)
is updated with the manufacturers maintenance
instructions and that these are followed. All ecdis
defects must be reported immediately to the
company, which must have procedures to address
and monitor their handling. Smaller problems
with chart upload or weekly updates can be
addressed directly to the chart suppliers help
desk with the company copied in. But again the
supporting office staff needs to know what they
are dealing with.
The company must supply an ecdis failure
flow chart, which should be posted on the bridge.
Normally the suppliers can provide such a
chart but it probably will not be aligned with
your companys safe navigational procedures.
However it can be used as a basis to create a
new, better chart. It must address the actions to
be taken by the company and the vessel in the
event of various levels of ecdis failure including
complete ecdis station failure.
All navigational procedures must be reviewed
and the best way to deal with this is to read
the IMO performance standards and the ecdis
manual. Then you should be able to detect
the weaknesses and flaws and identify what
to include. If you were to ask me my opinion
of the most vital ecdis procedures that should
be addressed, this would be my list: check/
use sensor inputs, safety parameters should be
described and defined to company standards,
check GPS discrepancies alarm and maximum
company tolerance, positioning on ecdis, layers
guidance (both the two SENC layers that can be
changed and external layers such as Navtex/
radar overlay), training, bridge familiarisation
and bridge take over checklists and charts
procedure. ECDIS
ecdis in action
Nordic Helsinki went paperless when it became technically managed by Nordic Tankers in September 2010
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