A Complete Guide to ECDIS-Summer 2011

a supplement to

& C O M M U N I C A T I O N S

sponsored by

Summer 2011

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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?

TRAINING11 MCA advice to UK shipowners12 Non-mandatory carriage14 Insight from training research project

ECDIS IN ACTION18 Dealing with the current shortcomings22 The shipmanager’s problems

PERSPECTIVE24 The pilot’s view of ecdis

SOLUTIONS28 Adveto29 Da Gama30 Ecdis Ltd31 Japan Radio Co32 Kelvin Hughes33 Maris34 Raytheon Anschütz35 SCD (Charts and Publications)36 Seagull37 Totem Plus38 Transas Marine

NORTH AMERICA39 Thomas Gunn bolsters its North American role

CHART UPDATING40 Data compression aids data retrieval

SWITCHOVER42 Embracing the new way in navigation

REGULATIONS48 Meeting carriage requirements for ecdis50 IMO’s ecdis mandate

PREPARATION54 It is time to prepare for ecdis carriage regulations

PROFILE56 In conversation with Thomas Gunn

CHART MANAGEMENT58 Software to make data management easier

DIRECTORY60 Ecdis equipment and service suppliers

LAST WORD62 Can we make it better?

THE JARGON64 Abbreviations and acronyms

contents

a complete guide to ECDIS I Summer 2011 I 1

Summer 2011

Consultant Editor: Alan Welcomet: +44 1843 867 481e: [email protected]

Sales Manager: Jo Giles t: +44 20 8370 7793e: [email protected]

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Chairman: John LabdonManaging Director: Steve LabdonEditorial Director: Tony WilsonSales & Development Director: Steve ParksPublishing Director: Hamish Dickie Finance Director: Cathy LabdonGroup Sales Manager: Bill Cochrane

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a supplement to

A Complete Guide to ECDIS is sponsored by

Thomas Gunn Navigation. While every care has

been taken in compiling this guide, the editor,

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consequences of any errors and omissions. a supplement to

& C O M M U N I C A T I O N S

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Summer 2011

Ecdis: time to build on industry experience

Welcome 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.

Karen 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.

Invariably, 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, it’s 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 3www.rivieramm.com

4 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com

Frequently asked questions about EcdisWhat 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 hasn’t 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


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 flag state certification? 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 find relevant regulations and official 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


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Shopping for ecdis

How 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 vessel’s 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


Is it best to rent or buy?

Anyone 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 equipment’s 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 unit’s 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. What’s 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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Type-specific training is still a tricky problem

Marine information note (MIN) 405, published by the UK’s 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:

course (operational or management) completed after 1 January 2005

(second – 2004 – or subsequent edition)

ecdis course 1.27, approved by the MCA

ecdis course 1.27, approved by the maritime administration of an EU member state.

MCA says ecdis ship-specific equipment trainingshould 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 equipment’s 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 UK´s Maritime and Coastguard Agency

training

MIN 405 will apply to training for the Sperry Marine

bridge system on UK-flagged ropax, Spirit of Britain


Early adoption increases safety and efficiency

In 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.

Arklow’s 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

Arklow’s fleet features 18 fully ecdis compliant vessels


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 company’s 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 doesn’t 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


Research seeks to plot acourse for better training

For all its advantages, ecdis is only as effective as its operator. IMO’s 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 company’s 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


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


aggravated by jamming and spoofing.The transition from paper chart navigation to

paperless ecdis navigation will require emphasis throughout an officer’s training period. A full integration of ecdis training is needed within the professional certificate structure. Organisational policy should establish the training standards with which ship’s 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


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 navigator’s 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

otherECDIS operator training

25%

16%

6%

22%

13%24%32%

perc

enta

ge o

f re

spose

s

40%

35%

30%

25%

20%

15%

10%

5%

0%

Results from a recent survey conducted by Warsash

36% 26%


Companies must take ecdis seriously

Ecdis 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 ship’s 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


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 supplier’s 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


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 manufacturer’s 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 company’s 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

One Step Ahead



Big is not always beautiful for ecdis

The nature, scale and complexity of the task facing those responsible for implementing and managing ecdis across a fleet of ships is

influenced enormously by the context in which they are operating.

V.Ships is a large organisation by any standards, operating virtually every type of vessel on a global basis. Alasdair Ireland, the head of seafarer training with V.Ships Manpower Services describes the organisational infrastructure through which ecdis must be handled. “We have two main types of office to manage our fleets and seafarers. In the first place there is a network of shipmanagement offices based in traditional shipmanagement centres. Each office has an MD and a structure to look after the vessels under management for specific clients. In general terms, these offices are located in similar regions to our various shipowner clients.

“Reporting to a head office in Glasgow, these offices negotiate annual fees and, depending on the nature of the management agreement, they will purchase on behalf of the client but pass the costs along. Therefore we may or may not be involved in influencing or purchasing the ecdis equipment that our seafarers will be required to operate. Naturally, we would benefit from a commonality of equipment across the fleets, but in practice we inevitably have to deal with a wide range of ecdis makes and models.”

While the management function may have remained rooted in some of its traditional areas, the source of V.Ships’ manpower supply has shifted dramatically.

“Our manpower supply offices are based in the emerging crew supply nations, Russia, the Baltic states and the countries bordering the Black Sea, including those of the former Soviet Union, India and China. The largest is in Manila and, like the shipmanagement offices, they also report to the head office in Glasgow, but to a different chief executive,” said Mr Ireland.

These offices are responsible for seafarer recruitment and mobilisation, ensuring that those nominated meet the rank, experience matrix, training and certification requirements of the receiving office and the vessel.

V.Ships’ Alasdair Ireland explains that a large organisation can gain economy of scale benefits, but not with regards to ecdis

ecdis in action

V.Ships’ ecdis training suite in Odessa


He continued, “So through the integration of two distinct, global office networks we provide varying levels of management services for around 1,000 ships, over 400 of which are under full technical management. The seafarers in our pool are not permanent employees. While this is cost effective, it is not necessarily the best way to engender long-term loyalty and it can introduce issues concerning retention.”

V.Ships employs around 7,000 deck officers, and the typical contract length means that on average it arranges 25 handovers every day in a continual, year round process.

“As ecdis is progressively rolled out across our fleets, voluntarily or in response to mandated carriage requirements, we have to ensure not only that officers and masters have undertaken approved generic ecdis training, but also that they receive type-specific familiarisation appropriate to the equipment fitted to their next ship.”

Mr Ireland says managers and owners can have differing perspectives and while responsible owners can be persuaded to pay realistically for a quality service, there is understandable scrutiny and hard negotiation both when fees are set, and throughout the management period. Furthermore, faced with a raft of legislative pressures, it has to be accepted that ecdis does not always rate very highly in many people’s perception of the most pressing issues. He says it is part of his job to try to get them to modify that viewpoint.

“When, and to what extent should we invest in a training package, especially when there is no certainty that the seafarer will remain with us? We are bound to resort to a variety of solutions reflecting geographic spread, vessel type, ecdis type, trade and the likelihood of ever seeing that seafarer again.

“Generic training is shore based and so it is relatively simple to schedule. However, shore-based training can only be conducted during periods of vacation between contracts, and although the seafarer receives basic pay during training, it is disruptive to his valuable time at home.”

Assuring quality in shore-based training is a key concern. Mr Ireland has a pragmatic and

forthright view of the relevant issues.“The standard of accreditation imposed by flag

administrations varies, just as in the quality of examinations for certificates of competency and standards in port state control.

“So we cannot control the quality of external training, even though an institution may be able to offer evidence of accreditation. Based on a survey of all my training centres conducted last year, I know that all the external provision we use attests to compliance with the IMO model course, yet some courses are as short as 2.5 days, when the model suggests 40 hours over 5 days, half of which are live on a simulator.

“There is a quality assurance issue implicit in reliance on external training solutions, compounded by a proliferation of external providers, some clearly jumping on the bandwagon, not all of which are able to deliver to the level we would like. In addressing this we are developing our own training capacity at our larger centres in Odessa and in Novorossiysk but the reality is that we still have to look outside for the greater part of our generic training.”

Type-specific familiarisation is a different matter. It relates to the seafarer’s next vessel and that is a factor that may not be decided until relatively late in the day. With such a variety of systems across the fleet it would not be sensible, practical or cost effective to provide outsourced, shore-based training for every system.

“Type-specific familiarisation has to be conducted on board, and it has to be quality assured,” said Mr Ireland. “We are working with ship superintendents in the management offices to develop our own response to this training requirement. A very solid basis for this work is the ‘familiarisation checklist’

found in Dr Andy Norris’s Nautical Institute book – Integrated Bridge Systems vol 2 – Ecdis and positioning.”

In summary, Mr Ireland says that the scale, variety and geographical diversity of operations mean that when it comes to ecdis training there must be a devolution of responsibility in order that local solutions can be incorporated, despite the inherent problems raised by varying standards, regional cultural practices and the necessity of delivering assured quality. ECDIS

Alasdair Ireland: the standard

of accreditation imposed by flag

administrations varies


Pilots express mixed views about ecdis

Permanent team members on a paperless bridge are required, as advised in MIN 405, to have undertaken type-specific ecdis

training or familiarisation. But what of maritime pilots – vital personnel who are effectively very temporary additions to the team?

Don Cockrill is the chairman of the UK Maritime Pilots’ Association and a serving senior Thames pilot. Speaking to MEC about the pilotage issues raised by ecdis, he began by explaining the varying degrees to which pilots interact with the technology.

“While a deepsea pilot will inevitably make significant use of ecdis to monitor a vessel’s progress, pilots operating in dock systems, harbours, rivers and estuarine situations will utilise their comprehensive local knowledge, primarily navigating visually but also making appropriate use of radar and, particularly in more open waters such as estuaries, ecdis systems where fitted.”

Falling into the latter category, Capt Cockrill personally (like many other colleagues) takes a pro-active approach to the wide range of ecdis types that he meets in the course of his work, seeking to learn as much as he can about all of them. He believes that the concept of S-mode is an excellent idea that would make life much easier for everyone, pilots in particular. He also says that he can’t envisage it being delivered in the near future by regulation in an industry-wide manner, but that smart manufacturers may see the competitive benefits of providing very simple, intuitive entry modes along with a single button escape function to return to a familiar, basic display. However, this could somewhat defeat the core standardisation

objectives of the concept. Of course, the IMO performance standards already state that ecdis should present the standard display at any time by a single operator action.

However, the button to achieve this is not in a standard location on the screen so the unfamiliar user has to hunt around the on-screen operating buttons to find it! Moreover, the standard display is very minimal, omitting many important features such as submarine cables. So the operator has to go straight back into the menu system to find and add the missing detail layers.

Another observation he makes is that scrolling to look ahead on the small ecdis display is a considerable hindrance when reviewing the passage plan during the master/pilot exchange, and he says he frequently encounters problems caused by unfriendly labelling systems. This is particularly

With upwards of 30 makes of ecdis on the market, it is not feasible to undertake type-specific training for all the systems pilots may encounter

perspective pilots

Capt Don Cockrill: S-mode is an excellent idea, but

won’t be mandated in the near future


noticeable when navigators are for example, searching for a named anchorage, formerly a straightforward matter with a paper chart but now a question of locating an anchorage symbol, in itself not always so easy, and then mining deep into the menu system. He questions why a standard facility is not available to find a location simply by entering its name in a search box. He accepts that perhaps it can be done, but in his experience, no-one knows how! He recently confirmed with six experienced ecdis masters that if it exists it is a rare facility. He believes it all comes down to the fact that the underlying design of ecdis does not consider in its primary function the human factors at play when charts are actually used.

Whilst ecdis delivers a continual picture of a vessel’s progress and so provides the bridge team with a means of monitoring the pilot’s actions, at the same time it compromises the concept of independent monitoring by alternative means. Furthermore, he says, ecdis itself can be distracting and can offer a sense of security that is not always justified. Perhaps even more worrying, he notes that the way in which the numerous displays are arranged on many modern bridges compromises the basic navigational facility of looking out of the window, both by providing obstructions to a clear view through windows but especially at night with their effects on night vision.

In addition to operational problems and reservations, there are some complex regulatory issues in play with regard to ecdis in a pilotage context.

Capt Cockrill describes how the regulatory element of training requirements is complicated by a lack of uniformity in the terms of pilots’ employment. While some pilotage authorities require pilots to hold a certificate of competence (COC) and keep it validated, others see the COC simply as an initial professional entry qualification which is not required to be maintained once the pilot is authorised.

He says guidance from the MCA regarding ecdis training for pilots post July 2012 states that in order to revalidate a COC, (as explained in the recently published MIN 405) a pilot must have undertaken an STCW ecdis model course (currently 1.27) or equivalent. A pilot seeking revalidation without such training will have the COC endorsed appropriately. Pilots without a COC are advised to undertake some sort of unspecified

ecdis training. The MCA sensibly acknowledges that pilots will not be required to undertake type-specific training.

Pilots can, and do, circumvent the problem of unfamiliarity with ecdis systems by employing their own portable units, but as matters stand, these units do not form part of the ship’s approved navigational fit and neither can they. Capt Cockrill explains that in certain parts of the world, notably the US where portable units have been in widespread use for many years, a very pragmatic approach seems to generally prevail. The requirement is to use the best, most up-to-date information and equipment available. Failure to do so is likely to be viewed seriously, although there still seems to be plenty of potential for disagreement about what constitutes ‘best’!

John Clandillon-Baker, FNI, is also a senior pilot with the Port of London Authority (PLA) and he observes a big divide in the levels of ecdis competency on the ships he attends. “In my experience, about 20 per cent of ecdis-only ships are using the equipment competently and deriving the full benefits the technology can provide and these are generally well managed cruise liners and tankers. For the remainder however, the situation is not so encouraging, particularly on smaller ships. I have encountered a number of small vessels where the officers display not only ignorance but also antipathy where ecdis is concerned. The second mate is sometimes the only person on board who

Capt Clandillon-Baker: the needs of the ecdis end-user

have been sidelined


can operate the equipment.”A combination of the variety of ecdis user

interfaces he meets and the possibility that no-one on a ship may be able to help him find the specific functions he requires has meant that he has modified some aspects of his pilotage technique.

He concedes that ecdis can be very helpful in specific circumstances. For example, a large scale docking display can improve situational awareness when manoeuvring, but only if you correctly interpret the information. He considers the classic ship-handling example of moving a vessel onto a berth with the bow canted across the tide towards the berth. If the speed of approach is excessive, the remedy is to reduce the angle made between the vessel and the berth/tide. With an aft-mounted GPS aerial the necessary helm movement will show that the speed of approach has increased, rather than decreased as was intended, despite improving the overall situation. Therefore, if you don’t understand the proper significance of the data provided it is easy to make incorrect and potentially dangerous interpretations.

He says that the PLA is taking a pro-active approach towards generic ecdis training for its pilots, driven in equal measure by the desire to pre-empt regulatory requirements and to take advantage of the practical benefits it delivers. Earlier plans to provide such training in house have given way to outsourced provision.

Along with his duties as a pilot, Capt Clandillon-Baker edits The Pilot, the magazine of the UK Maritime Pilots’ Association. In his editorial role he has considered ecdis in some depth and shared his findings through a series of articles.

In concluding his most recent article, he says that as an overall concept, ecdis has the potential to enhance navigational safety by incorporating charting into the integrated bridge console, displaying information specifically tailored to that particular vessel’s safety parameters.

Shipowners can benefit from a number of economic and administrative advantages while those on board are relieved of the tedious duties of checking and updating folios and chart correcting.

The problem, he says, is that in order to please the manufacturers and to encourage them to develop the systems, the needs of the end user have been sidelined and consequently there is a bewildering

number of different ecdis with a myriad of different operating systems incorporating incompatible menu systems. The situation was bad enough with radar but chartwork is so fundamental to the safety of a vessel that a comprehensive knowledge of not just the concept of the vector chart that underpins ecdis, but also the type-specific functionality, is essential. This need is only now being addressed seriously, but with so many different systems and so many navigators to be trained it is almost inevitable that there will be more incidents such as that described in the MAIB report of the CFL Performer grounding.

“In my mini survey of ecdis-only ships that I have piloted, all the navigators I spoke to preferred the paper chart to ecdis and given the choice would prefer the raster chart with its familiar display to the vector chart. Even on the best-run vessels with highly trained officers I have yet to find any officer who believes that ecdis is the ultimate solution to navigation practice. However, the momentum to make ecdis compulsory has been driven by those ashore who are convinced that ecdis is the ultimate solution to navigational safety. Such a chasm between systems proponents and end users is regrettably a hallmark of the commercial maritime world.” ECDIS

Capt John Clandillon-Baker’s ecdis articles are on The Pilot magazine website: www.pilotmag.co.ukThe views expressed by Captains Cockrill and Clandillon-Baker are personal and not necessarily those of the UK Maritime Pilots’ Association and/or the PLA.

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DATA MODUL GROUP


Get the bridge crews involved in selection

The genesis of Adveto started with its electronic route planning and voyage control system, even before there were any electronic charts

available, back in the 1980s. Adveto’s focus was and is to provide the navigators with what they ask for. To do this, bridge crew have been closely involved in the development of its current Ecdis-4000 and its previous three generations of electronic navigation systems. The results are systems that incorporate

the bridge crews’ requirements for navigation and operation, relevant functions and features, ease of use, reliability and so forth.

Examples are the early implementation of AIS in 1993 when Adveto, under a contract with the Swedish Maritime Administration, provided AIS present-ation software to eight of Gothenburg ferry operator Styrsöbolaget’s vessels, and how the AIS information was presented. Other examples are the multi view functionality with up to four different views available, and different presentations of chart information, alternative routes, different scales etc are possible by just pressing a button. Advanced predictors, unlimited alternative routes, the ecdis control unit and alternative night presentation (developed together with Norwegian high speed craft captains) are but a few additional examples. Ordering, downloading and updating ENCs directly from and into an ecdis over the Internet were also requirements put forward from the navigators.

Numerous recommendations were given to shipowners and operators in the 2010 edition of A Complete Guide to Ecdis regarding what to consider when evaluating the different ecdis options on the market, but only one really highlighted the importance of the bridge crew experiences and knowledge. Captain Nick Dunn, managing director of HSC-M Ship Management stated, “An important consideration for HSC builders, owners and operators when selecting and installing ecdis and similar equipment, is the involvement of the operating crews, as these are the people who best understand their operating conditions.”

Adveto agrees with this statement and recommend those involved in the procurement process to first find out what the bridge crew value and require before looking at other important factors when choosing an ecdis system. It leaves one to ponder the question: what is the value of the popular ‘one-stop-shop’ argument if you don’t get the system you want in that shop? ECDIS

Suggestions and advice are often given to shipowners and operators regarding what to consider when selecting their ecdis, but little of that advice is related to the bridge crew experience of operating the system, according to Magnus Karlsson of Adveto Advanced Technology

solutions

Bridge of the Styrsöbolagets high speed ferry Valö,

fitted with the Adveto Ecdis-4000


Ensuring the safe application of ecdis

Dates are drawing ever nearer for the compulsory implementation of ecdis with manufacturers devising new ways

of making their equipment more attractive to the user, procurement managers becoming confused by the choices available and bridge watchkeepers endeavouring to make sense of the regulations and training requirements.

Although IMO will tell you the dates for the fitting of ecdis have been known for long enough, we’re only just beginning to witness the rush to meet compliance. With this comes a steady rise in the number of training centres but with clear evidence of a distinct variation in standards with some providers claiming to be able to squeeze the official 40 hour five day IMO course model into just two or three days. Practical experience and knowledge would recommend candidates look very carefully at exactly what’s been offered and don’t just choose the shortest course, as it’s likely to be the weakest.

Many believe that with a continual GPS feed, the position of the ship as shown on the electronic chart must be correct and therefore the vessel must be safe. However, all too often accident reports indicate an over-reliance on, or a failure to correctly set up the ecdis as contributing to the cause of an incident during which the bridge team had no reason to doubt they were in danger. If nothing else, operators should remember the ecdis is only an aid to navigation.

Additionally, the ever increasing number of computer screens now bombarding the OOW with a wealth of information means the bridge team forget or don’t have time to do the one thing that’s likely to keep them safe – look out of the window. Da Gama is not against advances in technology and the use of ecdis, however it strongly suggests bridge teams remember the fundamentals of navigation and always question the accuracy of the ecdis by effectively trying to prove you’re not where the computer says you are. Using visual references will always help.

As mentioned, a risk assessment has to be completed and submitted to flag state for approval to navigate primarily by electronic means and to that end every watchkeeper should be fully conversant with its content. They should regularly fix the ship’s position by alternative means including visual or radar to demonstrate knowledge of the ecdis fallback modes and in line with most company policy, are advised to be tested annually in the safe and correct operation of the equipment by the means of external evaluators.

To assist in the development of constructive feedback in the use of ecdis Da Gama requests any equipment, training or general comments are left at www.ecdisrevolution.org to help promote the safety of your fellow professional mariner. ECDIS

“The safe and correct operation of the ecdis is vital,” says Steve Monk of Da Gama Navigation, an independent company of master mariners with a wealth of experience in advising vessels on which equipment they should fit, providing crew training and assisting in the development of risk assessments

Ecdis system information should be backed up by

visual references

solutions


Ecdis Ltd offers a variety of solutions

Uniquely, Ecdis Ltd provides purchasing and training solutions for 10 out of the 24 ecdis systems available on the market today,

including Transas, Kelvin Hughes, PC Maritime, JRC and Totem Plus. Strong partnerships with major manufacturers allow buyers to view and compare the considerable differences between this equipment, housed in a special facility located in the south of the United Kingdom. The e-Navigation Centre is home to simulators, over 15 marinised ecdis terminals and a supplementary collection of specialist electronic navigation equipment.

Furthermore, the company offers a wide range of approved and bespoke courses, including MCA (static) and DNV (available globally) approved IMO 1.27 generic courses, type-specific courses to satisfy ISM requirements and tailored courses for pilots, accident investigators and inspecting officers. With customers including the Port of London Authority, Swedish Accident Investigation Board and Vela Marine International, their pedigree is clear.

As the only organisation that specialises solely in all things ecdis, the team of consultants and trainers are comprised solely of professional mariners trained

and practised in traditional methods of navigation, but all of whom have made the seaborne transition to go digital and adopt ‘paperless’ navigation.

The experience brought by such individuals remains hard to come by in an emerging world of electronic navigation, where confusion still reigns amongst many as to the legal differences between ecdis and ECS, the requirements for maintaining a system as the primary means of navigation, and how a system can be operated without a GNSS input. The latter is crucial to understand; ecdis must satisfy Solas chapter V carriage requirements for equivalency to paper charts. What you could do on a chart must be easily replicated on an ecdis.

Fortunately, amendments to STCW, coupled with the recent release of training guidance documents from a number of flag state authorities (available at www.ecdisregs.com), will, believe it or not, make it easier for shipping managers to make the transition safely and more easily. Naturally, the aim is to achieve compliance with minimal cost, so getting it right in the first instance will make considerable savings down the line.

Purchasing an ecdis is a major investment in terms of integration, training and future-proofing – not something you want to get wrong. Can you gauge the effectiveness of a crucial navigation aid, simply by looking at brochures? Why settle for the first system you look at? You most likely wouldn’t make a major investment such as purchasing a car without test driving a few first; ecdis needn’t be any different.

Contact Ecdis Ltd today to discuss your fleet requirements and arrange your visit to the e-Navigation Centre. ECDIS

Multiple manufacturers’ equipment, a variety of training courses and industry experience are the stand-out qualities of UK-based Ecdis Ltd, according to Mike Pearsall, business development manager

solutions

Ecdis Ltd’s e-Navigation Centre in Fareham, UK


Benefit of experience and extensive network

JRC has been involved with ecdis development for 20 years. The technology integrated in the JRC ecdis is the result of years of

in-house experience. By having its ecdis designed and manufactured in house the company maximises quality assurance and is able to ensure long-term spare parts availability.

Its high-end ecdis line up consists of the JAN-701B and JAN-901B, which feature 19in and 23in displays. For small ships and workboats, JRC offers the fully type approved (black box configured) JAN-2000 ecdis.

All new JRC ecdis models come standard (ex-factory) with the Admiralty Vector Chart Service pre-loaded range of official global ENCs and are ready for ARCS and C-Map with e-Token driver. JRC and UKHO offer this integrated service with direct access to the UKHO portfolio of ENCs, making it easier to obtain the data required for passage planning and voyage execution.

JRC ecdis incorporates two Tornado processors, which are exclusively developed and designed in house to bring a new level of performance and reliability to ecdis operation.

The Tornados have the power of eight conventional processors, and allow radar overlay on the JAN-701B and JAN-901B. Priority objects on the vector charts are not hidden but overlaid on the radar image. At the same time, brilliance and clutter controls of the radar images continue to be operable.

Ecdis is a total change from paper charts, therefore key to implementation is training. JRC is

working together with various dedicated training establishments that provide both generic and JRC type-specific courses. JRC continues to increase Ecdis training partners globally.

Also the JRC ecdis systems can directly be connected via LAN to JRC’s VDR and S-VDR. This way, you can easily backup important data, without additional interfaces.

JRC has a unique remote maintenance system (RMS), which connects bridge equipment to a maintenance server so the equipment can be monitored from land. As a result, JRC has the ability to cost-effectively and accurately determine the operating status of all ecdis systems while at sea.

The advanced nature of JRC’s new ecdis system allows easy route planning and editing in a variety of ways, including use of the table editor. Dedicated menus assist in effective route planning. Users can import favourite or commonly used files, even from earlier ecdis models, using the industry standard CSV format.

Ever since its founding, JRC has constantly worked to enhance both product sales and its after-sales field service, and that is why it is able to provide strong support. JRC has a global network that includes overseas branches, sales offices, and over 50 service agencies and 190 service locations. ECDIS

Japan Radio Co Ltd's (JRC) professional, multi-functional ecdis does not only meet IMO requirements, but is one of the world’s most advanced and future-proof e-charting solutions available today, says Frank van der Ham

JRC's ecdis systems can be monitored shoreside using

its remote maintenance system

JAN-901B

JAN-701B JAN-2000

solutions


Making the move to ecdis

To use ecdis for primary navigation – whether by choice or in response to the mandatory carriage schedule – a number

of requirements have to be met to ensure that the vessel can be operated safely. Solas requires all ships to carry nautical charts and nautical publications to plan and display the ship’s route for the intended voyage and to plot and monitor positions throughout the voyage.

Flag states do not have a uniform approach to ecdis approval with governments differing in two main areas: firstly, whether an ecdis using ENCs can in fact qualify as a ships’ primary system for navigation, and secondly, what constitutes acceptable back-up arrangements.

Furthermore, training requirements can vary, meaning that it is important to contact the vessel’s flag state authority at an early stage to ensure that its specific requirements are understood and to confirm that the equipment intended for installation is acceptable.

Kelvin Hughes’ EcdisPlus is a turnkey package that can be tailored to individual requirements. It can range from the supply of ecdis hardware through to a complete package including data, training, an update service and of course the management of paper charts and digital licenses as required. EcdisPlus can take a single ship or an entire fleet through the ecdis approval process, including managing the flag state certification procedure and implementation of a data management process.

With over 30 manufacturers currently offering ecdis products, the choice of hardware is important. It is necessary to consider the scope and effectiveness of the through-life support that is likely to be available and it makes sense to equip a fleet with identical systems so that personnel can move easily between vessels. Kelvin Hughes’

MantaDigital ecdis hardware is designed for easy, intuitive operation and uses the successful three-button and trackerball human/machine interface that has been employed in Kelvin Hughes’ products for over 10 years.

A single ENC supply source is often the best solution for most vessels. Kelvin Hughes can provide the most cost-effective data from a variety of ENC vendors including AVCS from the UKHO and ENCs from Primar and Jeppesen.

Kelvin Hughes can provide expert advice and practical, cost effective solutions with regards to ecdis backup. Paper chart and publications supply and management are offered alongside ecdis.

The company also offers five-day training courses based on the IMO 1.27 course model at facilities in the UK, Egypt and Singapore. If a student subsequently sails on a ship equipped with a Kelvin Hughes ecdis, this course also fulfils any requirement for type-specific ecdis training.

Solas requires that all charts used for navigation be corrected weekly. The ChartCo package provides direct updates to ships at sea via the Internet, e-mail or satellite broadcast. This service covers both paper and electronic data and ensures that vessels have the appropriate charts in their outfits and are kept up to date.

EcdisPlus is a global service able to manage both equipment and data to ensure that your vessels are always kept legal and safe. ECDIS

Kelvin Hughes’s EcdisPlus offering is the only complete ecdis solution, says Steve Mariner, director of business development

solutions

Kelvin Hughes’ MantaDigital ecdis hardware uses a

three-button and trackerball interface


Port delays and carbon footprints minimised

While some shipowners intend to back up ecdis with up-to-date traditional paper charts, many have accepted that it will

be necessary to install dual systems for back up, in case one ecdis fails. However, to be allowed to sail in the event of such a failure, even a shipowner pursuing a policy of ecdis redundancy will have to keep up-to-date paper charts in reserve.

One leading member of the International Association of Classification Societies said, “It is important that the ship takes all reasonable steps to repair broken equipment at the first opportunity or port. However, in some ports, the ship may be unreasonably delayed waiting for spares or service.”

According to Solas V/22, 16.2, while malfunctions will not necessarily make the ship unseaworthy or provide a reason for delaying the ship in ports where repair facilities are not readily available, suitable arrangements must be “made by the master to take the inoperative equipment or unavailable information into account in planning and executing a safe voyage to a port where repairs can take place”.

The leading class body commented, “In such cases, a master may request class/flag for permission to sail eg, to the next port for repair, perhaps carrying some extra paper chart if requested by the flag. Our experience is

that the various flag states handle such requests somewhat differently.”

The ‘Zero downtime Ecdis’ concept from Maris has been devised to avoid potential delays. It consists of the offer of a ‘hot or cold spare’ third ecdis delivered direct to the ship so that it can always proceed to the next port of call, even if up-to-date paper charts are not available. The defective unit can then be shipped to the manufacturer at the shipowner’s convenience for repair.

Available via subscription, the new service was part of the supplier’s campaign to support customers, and the phase-in of mandatory ecdis, said Steinar Gundersen, Maris deputy chief executive (corporate). “The third ecdis can either be installed as a ‘hot spare’ online with the dual ecdis systems or as a ‘cold spare’ supplied as a plug-in unit, which the crew can install. In the case of a cold spare it will come complete with application software, updating all application software, settings and electronic charts and will be self-configured to the exact settings of the ship, drawing on the ship’s remaining ecdis.”

Mr Gundersen said that the remaining ecdis could then be packed away and returned to Maris before going to a warehouse as a reconditioned unit to be sent to a new customer with a similar subscription and the need for a replacement unit.

He said that ‘Zero downtime Ecdis’ service would do away with the need for service engineers to fly all over the world to rendezvous with vessels in port. “The potential for delays will be eradicated, but this will also mean that our engineers minimise their carbon footprint. Maris places a high priority on both service and the environmental impact our services make.” ECDIS

Maris has launched ‘Zero downtime Ecdis’, a new product support service devised to ensure that, once mandatory, ecdis systems are available at all times

solutions

‘Zero downtime Ecdis’ involves

supplying three Maris ecdis units


How to make ecdis fitting a success

A modern ecdis offers helpful functions and information for planning and monitoring routes, aimed at increasing safety at sea.

Many older vessels do have already some kind of ‘electronic chart’; however, most of this equipment is not compliant with the upcoming equipment carriage requirements.

Shipping companies are now facing the challenge of deciding on an ecdis solution which will keep its promises when installed on board. Andreas Lentfer, business development director at Raytheon Anschütz, says, “As we remember from the GMDSS retrofitting and the AIS retrofitting, a lot of new companies join the maritime world, promise a lot and then disappear again quickly. Shipowners definitely need guidance to find the best and most economic but reliable solution for each individual ship.” Shipowners also can decide to install two ecdis units (double ecdis).

Modern ecdis display data from navigation sensors on board, integrate AIS targets, make tidal predictions, feature several mariner’s tools and provide a 24-hour log of data. However, usability is most critical for the installation of a new ecdis on board. Therefore, a well defined system layout with integrated help functions as well as shortcuts to the most important functions is essential for the success of ecdis installations.

“The comprehensible and easy handling of the Raytheon Anschütz ecdis is supported by the use of the well-known menu structure of windows applications and comfortable server functionalities. For retrofit, the ecdis offers further interesting

features,” said Mr Lentfer.Work and time can be saved by taking advantage

of the NSC ecdis online updating service. Connected to the ship’s broadband, the chart update will only take two minutes.

The ecdis can process three chart standards (ENC, C-Map and BA-ARCS). In double ecdis installations, all routes and charts are duplicated automatically. The automatic route planning reduces workload and saves time. It needs just a few clicks to plan a safe route. Of course, individual settings can always be included.

Current Navtex messages can be displayed on the ecdis screen. Message printing is possible, thus separate Navtex printers are no longer needed.

Another benefit for all ships with an Anschütz autopilot is addressed by Mr Lentfer, “For vessels that already have installed the Anschütz NautoPilot 2000 series, the installation of an ecdis offers the outstanding benefit of having a certified track control system, which is able to guide a ship fully automatically along a track with an accuracy of 25m.” At Raytheon Anschütz several years of experience with the adaptive autopilots of the NautoPilot 2000 series have shown that this accuracy is maintained not only on straight route sections, but also during track change. Track control proceeds independently while the officer on duty can concentrate fully on the traffic. ECDIS

Raytheon Anschütz ecdis offers intelligent features in particular for retrofit installations that outrun the basic functions, says communications marketing manager, Martin Richter

solutions

The Anschütz NautoPilot 2000 series features a

certified track control system


One-stop-shop to meet ecdis requirements

Ecdis represents the most significant change to basic navigation in memory, yet many are still unprepared or misinformed. SCD has been

spreading the gospel for some time and has found many ship owners/operators have yet to make plans, whilst others are unaware of the full ecdis picture. Some still confuse them with electronic navigation systems, feeling they are compliant. To be certified, the system must have three key elements: type-approved software, type-approved hardware and type-approved digital charts. Owners must also have crew who are certified and trained in both ‘generic’ and ‘type-specific’ courses.

SCD has put together the complete ecdis service, demonstrating the system, explaining the regulatory requirements, fitting the systems, training the users (both generic and type-specific), supplying the digital charts, and very importantly, providing a full back up

service including a 24/7 helpline. The firm’s most popular system is the Navmaster

which offers the very latest in ecdis technology and now comes in two model varieties. One is the Navmaster 800 with a 24in screen where the components are provided separately (including screen, rack and keyboard) to allow ultimate flexibility when fitting to any bridge to suit individual requirements, particularly useful for retrofitting. The new Navmaster 1000 comes as a single more compact unit with a 21in screen.

Despite the fact that in annual terms, the cost of an ecdis and the digital charts represents a very tiny proportion of vessel running costs, many owners are holding back on investment until the stipulated deadlines. However they are missing out on the obvious benefits that persuaded IMO to make them mandatory. With this in mind SCD has devised an alternative payment option allowing owners to take up its rent/purchase scheme, which assists vessels managers to stay within restricted monthly budgets. These start from as little as US$629 per month which includes the equipment, support and ENCs.

As the roll out period nears there will be a vast number of seafarers to be trained and current facilities may not meet that demand. To this end SCD has recently fitted Lowestoft College with the Navmaster software, to enable the facility to deliver both generic and type-specific approved courses. The company also has an agreement for Ecdis Ltd to provide bespoke training to shipowner’s requirements, particularly the larger fleet operators who have their own training establishments.

SCD, now part of the Gardline Group, is an Admiralty International Agent of many years standing. It fully understands a vessel’s operational requirements and the need to be flexible and to react at short notice. The company is proud to provide this ‘Fairway Scheme’ to vessels on a global basis, a cost-effective solution for maintaining safe navigation and compliance with regulatory authorities. ECDIS

SCD (Charts and Publications)’ John Foord details how the company provides hardware, software and training

solutions

Components are provided separately for the

Navmaster 800 to enable flexible installation


First product-specific ecdis training module

Approved by a number of flag states, Seagull’s existing ecdis onboard training course includes training in the use of ecdis,

chart projections, chart accuracy, chart types, chart datum, chart updating, sensor inputs and control, alarm and warning strategies, radar and ARPA information on ecdis, and route planning.

Under a new agreement with Maris, Seagull will re-design the Maris Ecdis900 Application Trainer to be included in the Seagull library of CBT-modules as ‘product specific training’ to meet the latest revisions to the STCW convention, working on Seagull’s existing CBT-based training administrator.

Seagull managing director, Roger Ringstad, said that the need for product-specific ecdis training was becoming clear. “Used by qualified navigators these systems increase the safety of navigation. However in the hands of unqualified operators they may contribute to misunderstandings and even accidents. Understanding the philosophy, limitations and features of ecdis is a must.

“Shore-based ecdis facilities can hardly offer the type of product-specific training that key flag states are increasingly seeking, because there are too many different ecdis makers and an unlimited number of software versions and system configurations. We are preparing to take our generic ecdis training package forward so that it can be product-specific, in order to

speed up the ability of shipowners to meet what will become statutory obligations.”

Maris deputy chief executive (corporate), Steinar Gundersen, said, “As the first in the world to offer product-specific ecdis training through Seagull, we will meet the IMO model course 1.27 and be certified to replace less efficient training ashore.”

Hence forward, the Maris Ecdis900 CBT module will be available as part of software released by Seagull, as well as being physically delivered and supported technically. Mr Ringstad said, “Currently, this agreement is unique to the industry, but I am sure its significance will not be lost on regulators, shipowners and other manufacturers.”

Mr Gundersen said the new approach would only require those operating Seagull onboard training to access an activation key code from the CBT specialist. “Orders may come from the Seagull network or from Maris. Maris distributors may sell it as well and route their orders to Maris, which will in turn pass on orders to Seagull.”

The training system, which will be available via an annual subscription per ship and upgraded for as long as the subscription is held, will be based on self-tuition by navigating officers while on board under supervision by the ship’s master or an approved assessor and supported by an ecdis onboard workbook.

The ship’s master or the approved assessor will confirm that the candidate has performed satisfactorily, endorse the course training records and send them to the Seagull training centre for assessment.

There, an instructor will verify that a complete set of documents has been received and that all training records and written responses to the workbook meet the required minimum standard, on completion of which the instructor will issue and submit to the vessel a course certificate. ECDIS

Training company Seagull and electronic navigation specialist Maris have reached an agreement to develop a comprehensive product-specific computer-based training ecdis module

solutions

Roger Ringstad: understanding

the philosophy, limitations and

features of ecdis is a must


Ecdis as a collision avoidance tool

The last decade saw the evolution of ecdis from a simple chart plotter to an intelligent safety tool. Safety in navigation means avoidance

of collisions and groundings, and indeed the risk reduction of groundings by ecdis systems is already well established. This reduction was shown clearly by the 2007 DNV technical report.

Collision avoidance, on the other hand, is still lacking and limited mostly to monitoring targets and trial manoeuvres. There is still a large margin for human error in adhering and interpreting the international regulations for preventing collisions at sea (Colregs). To minimise such errors, a revolutionary system was developed by Totem Plus: Totem Ecdis with built-in Colregs Adviser.

Using Totem Ecdis in its Colregs Adviser mode, the system automatically analyses the data and advises the OOW on the best action to take. The closest point of approach (CPA) of all vessels is taken into account together with the stipulations of the Colregs. If required, course to steer advice will be given to the OOW automatically.

The course to steer advice is based on a precise calculation of the parameters of all the ships in the vicinity, their CPA and time to closest point of approach (TCPA), and their status according to the Colregs. On the navigable circle the OOW can see clearly the dangerous sectors (in red) and allowed domains (blue). All the information is calculated automatically and is continuously refreshed.

To offer the correct advice, all AIS and ARPA targets within the required alert range are constantly processed and analysed for close proximity. The alert

range is set by default to 12 miles (open sea) but can be changed by the operator. The same principle applies to the CPA, which is set by default to 1 mile. Other relevant values, eg, minimal distance to act on port crossing, have default values that can only be changed by the master.

In addition to the course to steer information, the system gives an alert on ‘approaching from port’ or ‘overtaken’ situations where the target is the give way vessel. In such situations no course to steer advice is given as the ship is required by the Colregs to maintain its course and speed as a stand on vessel, and the approaching vessel should take action to give way. In agreement with Colregs, once the approaching ship is below the distance set for warning, the system advises the OOW on the necessity to give such vessel a warning signal. If the give way ship is below the threshold set for action to be taken, advice will be given on a new course to steer in accordance with the Colregs stipulations.

The Colregs Adviser module of Totem Ecdis provides an excellent tool to help and/or reinforce decisions related to collision avoidance. In addition, it aids in taking proper action in due time and thus eliminates excessive helm and course alterations. Safe and efficient ship handling will result in fuel saving and schedule keeping. Totem Ecdis is fully approved by DNV to the latest regulations. ECDIS

Totem Plus introduces a new ecdis with artificial intelligence which interprets Colregs and accurately advises on which course to steer to avoid collision

solutions

Course to steer advice is automatically available


Transas sees ecdis from another perspective

During the last two decades there has been a constant flow of new carriage requirements for bridge equipment; in most cases burdening

shipowners and crew. Ecdis can reverse this situation if it is properly installed, optimised and manned by a well-trained crew. It can bring added value to a shipowner and crew, in addition to enhanced safety and fulfilling the ecdis carriage requirements.

Tools for automatic route and voyage planning can be integrated as a part of your ecdis. Optimising the schedule by taking into consideration the latest weather forecast (weather routeing) and using integrated environmental databases for tides and currents will allow the vessel to proceed along the route at the safest economical speed and arrive at its final destination on time.

Ecdis provides unique tools for management of charts and nautical publications in digital format. This includes ordering updates as well as the preparation of reports. Within a few seconds they can be sent ashore or be included as an integrated part of the voyage plan by showing the current status of the vessel’s charts and nautical publications.

Ecdis combines information from different sources in one display. Optimised chart presentation gives a perfect background for display of vital information. This could be weather information, online targets, ‘no go’ areas, for example piracy or Marpol areas, and additional

navigation data. All this can be made visible just by a single key operation.

Other mandatory systems like a bridge navigation watch alarm system (BNWAS) can be integrated with ecdis. Running several applications like radar, ecdis, conning, AMS, E-logbook on the same workstation gives the officer quick access to all information in a single position. Ecdis also provides redundancy and improves efficiency by avoiding duplication of work, such as route entry in several systems. Integration of ecdis with the vessel’s communication system enables online communication from ship to shore for the exchange of data and reports.

The 2007 DNV report, Effect on ENC Coverage on Ecdis Risk Reduction, evaluated that ecdis is a cost-effective risk control option for large passenger ships and all other vessel types involved in international trade, with a significant potential to save lives by reducing the frequency of collision and grounding. The grounding frequency reductions achievable from implementing ecdis vary between 11 per cent and 38 per cent for the selected routes. This variation is due to variations in ENC coverage.

According to DNV, ecdis represents a net economic benefit itself. Soren Andersen, marine superintendent, SQE, Nordic Tankers Marine comments, “With the new IMO requirements, dual ecdis without paper charts as a back-up will save money. It’s an easy calculation – not even that ENCs are cheaper than paper charts but if you go halfway you will have double expenses for both paper and ENC. With Transas ecdis implementation in Nordic Tankers we also reduced time for chart corrections and passage

planning by 5 to 10 hours per week.”

Proper transition to ecdis takes time. So do as many shipowners have already done – get started now to benefit from your ecdis installation. ECDIS

Anders Rydlinger, product manager for navigation, Transas Marine, says that ecdis can be much more than just an electronic chart display and information system

solutions

Stena Line is one customer taking

advantage of Transas ecdis systems


Thomas Gunn bolstersits North American role

Thomas Gunn Navigation Services Ltd (TGNS) has strengthened the services it provides to the US and Canadian markets by joining

forces with Vancouver-based Maritime Services Ltd to form Thomas Gunn Maritime Services Inc.

This strategic tie-up combines the ongoing experience of ex-seagoing staff of both companies together with a high level of existing in-house expertise to ensure that customers in this important geographical region receive the highest level of chart advice and service available.

Maritime Services Ltd is an ideal partner for TGNS for this initiative. Located near the Port of Vancouver, its portfolio of services makes it a key provider of marine safety and survival equipment services in the area. Its 1,189m2 office complex houses a broad range of charts, publications and marine electronics as well as the capabilities for fully approved liferaft servicing and its new aerospace servicing facilities.

By working together, both companies will be able to offer Canada and North America-based shipowners and managers a comprehensive range of products and services as well as the right targeted advice to ensure efficient, safe and trustworthy vessel operation.

These include Thomas Gunn Maritime Services’ own innovative outfit management service which helps ships ensure that their index of charts and publications are kept up-to-date by the supply of updates and new editions.

Other benefits to this service include:

size, and vessel trading patterns

with paper ‘notice to mariners’ and tracings, or electronically via TGNS’ unique Voyager service

state regulations

navigational announcements

offers are tailored to the specific needs of its customers.Thomas Gunn, founder of the company and

managing director, welcomed the tie-up, saying, “As the leading digital supplier in the world, we believe this has been achieved again by working closely with our clients to develop the right solutions and the most economic solutions, both for the carriage of electronic charts and digital publications.

“Having added our fully type approved TG Nav ecdis to our product portfolio, we can now truly provide the ‘one-stop-shop’ solution to our clients. It makes sense. And with our in-house digital products department and our eight-strong team of IT developers, we have the infrastructure in place to develop ongoing innovative solutions for e-navigational needs of the future,” he added. ECDIS

Strategic Vancouver tie-up helps to extend chart supplier’s reach in Canada and the USA

source: Thomas Gunn North America

The type-approved Nav ecdis will form part of the

Vancouver partnership’s offering


Small can be efficientfor data retrieval

The passing into force in 2008 of IMO rules making the implementation of ecdis on board all ships mandatory by 2018 was

what the chart and navigation sector was waiting for. But as Thomas Gunn, managing director of Thomas Gunn Navigation Services Ltd stressed, what the industry is demanding is an effective way of compressing data so that a shipboard broadband connection can handle e-mail updates to paper and electronic charts, as well as the all-important Hydrographic Office notice to mariners. “I established the company 33 years ago in Aberdeen and we have been an Admiralty chart distributor for the last 30 years, supplying paper charts, navigation publications and for the last 10 years, electronic charts,” he said.

“We couldn’t have developed our Voyager software until recently because of the inadequate level of broadband communications on board the world’s ships. E-mailing data to vessels was always quite difficult but now with the advent of Fleet 77 and other modern communications on board ship, it has made the job a lot easier.”

For many years Thomas Gunn has been supplying the Hydrographic Office-produced notice to mariners to all vessels trading worldwide. This is an important document containing all the corrections, alterations and amendments for the

UKHO’s worldwide series of Admiralty charts and publications. Published weekly in several formats but best known as the weekly booklets, it is despatched directly from the UKHO.

But as Mr Gunn stressed, “You can imagine the difficulties involved because when you are supplying charts to a vessel, it is like hitting a moving target. The ship may be loading oil or bunkers in a short port berth time window and you have to connect with the agent to get the charts delivered on board the ship.

“When a vessel comes into port, the captain, officers and crew are inundated with extra workload, not to mention the numerous inspections by above all port state control (PSC). The first thing a PSC inspector does is go onto the bridge and look at your charts to see when they were last corrected. If a tanker has been on a long passage and has not received any navigation data from the chart agent for three to four weeks, then it could be in trouble.”

The answer clearly lies in broadband and e-mail connectivity between the ship and shore. And as Mr Gunn contends, the processes are improving as more and more ships become connected.

“Our IT department has developed Voyager so we now receive the information directly from the UKHO to our server and our software in turn turns that paper book into a digital book so we can send it directly to the ship. We have developed this compression module which means larger pieces of data or cells can be sent to the ship in smaller compressed data sizes,” he added.

Thomas Gunn has not stopped there: while versions one and two of Voyager relate to the transmission of paper charts and notices to mariners, version three, which is under test at the

Data compression is necessary to update navigation charts, and Thomas Gunn is leading the way in software development

chart updating

Thomas Gunn: “modern

communications have made

e-mailing data to vessels easier”


moment, relates to digital products where the file sizes can invariably be significantly larger. Data compression rates for versions one and two are up to 60 per cent of the original file size. This has resulted in over 1,000 ships signing up to the Voyager package. Transmitting electronic chart updates for ecdis is the future and work is underway through version three to come to a point where even larger 30MB files can be compressed to an extent that they can be e-mailed to the bridge.

The UK Hydrographic Office, which has 140 distributors worldwide, has confirmed that Thomas Gunn is the most prolific distributor of digital charts. And the company itself revealed that sales of digital charts have doubled over the past two years with this trend set to continue.

Over recent years Thomas Gunn has invested heavily in technology and personnel to create its own in-house digital products department and has boosted its in-house IT resources to meet changing customer requirements and the modern demand for digital charts. In addition the firm has been very pro-active in its customer support.

Mr Gunn added, “We regularly hold seminars for our existing customers, either in-house or at their offices wherever they are in the world, gathering their superintendents together and giving a two-hour presentation with a question and answer session following. It’s all about getting ahead of the ecdis mandate. Forward-thinking shipping companies realise the benefits of making their officers familiar

with the use of electronic charts and digital products ready for when they become compulsory so that they are trained and up to speed.”

Demand for digital chart supply is widespread throughout the shipping industry but Thomas Gunn reports it is particularly strong at present from the tanker, chemical and gas carrier markets.

A worldwide customer network also boosts Thomas Gunn’s sales figures. In addition to its own wholly owned offices in Aberdeen, London, Piraeus, Turkey and Vancouver, the company has formed global partnerships in strategic locations around the world.

Mr Gunn said, “What it takes to hold on to that number one slot is continued focus, continued quality of advice and service to our customers, a high degree of market knowledge and knowledge of the impending needs of the market. We are fortunate to employ a number of highly-experienced former masters and officers who help us to ensure that what we are delivering meets our customers’ needs. We are always striving to go forward and expand.”

Mike Robinson, UKHO chief executive said, “The success of the industry’s transition to digital navigation relies on its ability to navigate confidently with official ENCs. The UKHO has placed huge emphasis on delivering that coverage and today there is official berth-to-berth coverage between 2,165 trading ports worldwide and more than 10,600 charts. But the successful sale and implementation of those ENCs is down to our partners such as Thomas Gunn, who provide shipping companies with the insight and support they need to make every stage of navigation safer and more efficient.” ECDIS

Thomas Gunn’s software turns chart updates from the

UKHO into a digital format

Thomas Gunn is a prolific distributor of digital charts

source: Thomas Gunn


The shipping industry is bracing itself for one of the biggest challenges in recent years when the mandatory ruling requiring the use

of electronic chart display and information system (ecdis) equipment on board all large ships comes

into force in a programme to be rolled out from next year.

Already many owners, managers and suppliers are preparing for the change which will have huge cost implications as well as presenting some ships with a completely new way of navigation when they switch from paper to electronic navigation charts (ENC).

Although some companies have been using electronic charts for some time, the number is quite small – just 7,500 vessels out of the 50,000 or so ships currently in the market are using Admiralty Vector Chart Service (AVCS) official data, according to the

switchover

Embracing the new way in navigationThe switch to electronic charts requires cost and training considerations, as well as finding the optimum ways of installing the equipment and updating charts


UK Hydrographic Office (UKHO) figures.The IMO ruling, which was adopted in 2009,

states that from 12 July 2012 all new passenger ships above 500gt and all new tankers over 3,000gt built on or after that date must have an ecdis fitted. The amendments to the International Convention for the Safety of Life at Sea (Solas) were brought in to make navigation much safer and efficient.

One such company already preparing for the switchover is Thomas Gunn Navigation Services Ltd. For 30 years the Aberdeen-based firm has been supplying Admiralty charts, paper charts and navigation publications, and for the last decade has been supplying electronic charts too, as well as the HO notices to mariners.

Mike Bailey, general manager for Thomas Gunn, said the mandate was primarily as a result of the desire to create safer navigation, but also down to general evolution of navigation aids which has been very much driven by technology.

“We’ve been sailing on paper charts for hundreds of years but whenever you put a position on a paper chart it is always historical – you are not there any longer. Electronic charting gives you that real-time information of where the ship is, and the culmination of technology is now allowing us to go down that route.”

He continued, “We’ve had electronic charts within the industry for quite a few years in various unofficial formats as an alternative to paper charts. They’ve provided us with situational awareness, allowing us to look at conditions like where we are and enabling us to make an informed decision to take avoiding action or to place the ship in a position of safety.”

Although Thomas Gunn and many other companies have already dipped their toe in the water with regard to electronic charts, Mr Bailey believes it is not something the industry in general has been expecting for a long time. “I

Navigating through the choppy waters of ecdis transition needs preparation

source: Thomas Gunn


think maybe IMO and UKHO and a number of the big organisations saw this as the way the industry would go but, if you speak to the shipowners, it’s probably only in the last 12 to 18 months that this subject matter is hitting home.”

The cost implications are the major concern for shipowners. There will be many involved not only in buying the equipment, but also the training requirement that goes with it. Each ship must carry a back up in case the ecdis fails, and they can do this by having a dual ecdis system or carrying paper charts as a back up.

According to Mr Bailey, a basic dual ecdis system will cost most shipowners at least £20,000 per ship, and that is just for the equipment and not the installation or training involved. For much more expensive brands the costs will be even higher.

With regards to the expenditure, does Mr Bailey think the smaller companies will find it more difficult to implement the mandate? “It depends on what route they take with compliance,” he explained.

“It’s such a massive subject regarding what they could do to comply with the regulations. They could just buy a single ecdis and retain the paper back ups. There are cost impacts, yes, and there is also the training aspect.”

Under IMO’s requirements each ship would have to send a number of people for training in how to use the ecdis system. These would include all of the ship’s navigating officers, comprising a master, chief officer, second mate and third mate, plus their reliefs.

They will all have to undertake both aspects of the training – generic ecdis training and type-specific training, according to the certain manufacturer’s model they are using.

Some of the training is being made available in c o m p u t e r - b a s e d training (CBT) modules, which can be done on board ship or on the web when the seafarer is at home, while other sessions will be carried out at shore training centres. The training takes about three days for each of the two parts.

Mr Bailey said Thomas Gunn was

offering a CBT package for its products, and already some training centres were in the process of getting approval from the various manufacturers to run training courses at their establishments. They are also having to gain approval from the flag states, because it is the flag states that have to approve the training.

Ecdis consists of a database of ENCs together with the hardware and software needed to display the chart data as well as the ship’s course, speed and position. The way in which the charts are purchased will be a completely different concept to ordering paper charts.

“A shipowner in the past has said ‘right, my ship is going to be trading in these certain areas or worldwide’ and we put the paper charts on board these ships. With AVCS you have got a licensing framework which is either three, six, nine or 12 months,” explained Mr Bailey.

All of the charts are broken down into ‘cells’. “The actual cell can be delivered to the ship in about 10 minutes electronically, so the shipowner or shipmanager does not need to go and buy worldwide coverage of AVCS,” said Mr Bailey. “That would cost them £60,000 to £100,000. “What he does is buys cells that he needs for a certain area. If he knows the ship is only going to be there for three months, then he just buys the three months’ licence.”

The ship will basically have all the cells on board ship. With AVCS products there are nine base discs that go out in the package and the ship

switchover

Electronic charts give real-time information of a ship’s location


installs these into the ecdis, in both the main unit and the back up.

“All you are doing is requesting a permit to activate those cells within the database when you need them. So, if you are going on a voyage from New York to Southampton you would just request the cells covering this passage,” explained Mr Bailey.

The ship would send an e-mail requesting activation of the cells to a distributor such as Thomas Gunn and then they would receive the permit file, which is loaded into the ecdis. As with paper charts there is a need to continually update electronic charts with any new data that could affect the ship’s passage.

At the moment, Thomas Gunn sends weekly updates to paper charts in two ways. One is the paper format which goes out in the mail to the ship and it also uses its Voyager system to take the paper updates and send them over in a digital e-mail solution.

“With the ENCs there is also a need to update them and we are just in the process of launching Version 3 of Voyager that will have the capability of sending the updates in a digital format to the ships for their AVCS,” said Mr Bailey.

“The problem is the file size and when you’ve got AVCS you could have a couple of hundred active cells that need updating on board your ship. To do the updates, the actual file size can be quite

Training will be vital to ensure navigators can operate ecdis safely

source: Thomas Gunn


large, up to 2MB, so what we are focusing on is that when ships are at sea and using satcom systems they will only update cells for the particular route they are on at that moment and wait until they get to a port to do the rest.”

Once at the port they will get the weekly update disc in the mail or if they can use wi-fi solutions, and many ports these days have wi-fi set ups, they can do the bulk of the updating and download then.

Internet connection therefore needs to be efficient and Mr Bailey now believes it is even more important. “Because of the cost implications, broadband has been fairly slow to be taken up within the industry although momentum is gathering pace now.”

About three years ago, he said, a broadband solution for a ship was costing around £30,000 per ship for hardware and about £3,000 a month for connection. Now some of the hardware is being provided at a minimal cost and packages where you can buy 300MB broadband data for a month will cost £1,200 to £1,500. “There has been a significant reduction in the actual costs which is making it more attractive to the owner,” said Mr Bailey.

Already Thomas Gunn has been involved with a couple of newbuildings in China and it has also done some retrofits, even though older ships will not require ecdis for a few years yet, as the timetable is being rolled out until 2018, with more ships coming into line each year depending on their gross tonnage.

The ecdis equipment will be fitted to many ships during class surveys to minimise the amount of time they are taken out of service for. It has to be fitted by an approved manufacturer’s technician and takes about three to four days to install.

But, said Mr Bailey, a technician could also go on board and fit the

ecdis during service, though this would not be the ideal solution due to the costings involved to the shipping company. “They could just carry on with the paper charts, as they have done, while the ecdis system is being fitted, but this would probably be the last resort for fitting it.”

Once installed, the ecdis will form part of the ship’s safety equipment and thus even though there is no requirement to have an annual check on it alone, it will be inspected by a class surveyor going on board to do the safety equipment certificate reviews.

Despite there being months, and in many

switchover

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cases years, until ships have to fall in line with the new mandate, owners are already looking ahead and finding ways of adapting to the new ecdis regulations.

“It’s happening,” said Mr Bailey. “Our ENC sales are increasing all the time. We have been pro-active and held quite a few seminars for our major clients where we go in and bring this mandate to their attention and try to educate them.

“There are a lot of myths out there about ecdis and we are trying to dispel these myths. We are just trying to be factual and it’s not going to be a cheap exercise but we are trying to educate these people

about how they go about buying their electronic charts and making sure they do get as much value for money from us.

“We are not just going out there and selling huge folios of AVCS cells where it’s good for our revenues but does not actually present the shipowner with a good solution.”

He said many shipowners and seafarers had apprehensions about ecdis and admitted to having some himself. “It is welcome but there are reservations. I have reservations about it because you have to be aware of the limitations of the equipment. It’s about using it sensibly and being

fully trained in how to use it. I think we’ve got to hope that the legislation, and the training aspect of the legislation, meets that.”

Inspection regimes such as port state control will be responsible for looking at this, to see that people are trained and certified in the use of ecdis.

So, does Mr Bailey believe there will be any companies who do not comply with the new ruling by the dates given in the mandate? “No, there won’t be, because it is so tight with regards to the size of vessels, tonnages and the implementation date. No-one will be able to slip through the net.”

Despite many shipowners embracing the new mandate and welcoming the advances in technology Mr Bailey believes paper charts will still be around in years to come. “There will be some companies that will not go down the route of dual ecdis. They will still want paper charts on board and, to be honest, I still believe that even for a ship that says it is going totally paperless, that’s a bit of a myth. They will always carry maybe 20-odd charts just to get them home should everything fail on board ship.” ECDIS

source: Thomas Gunn


Meeting carriagerequirements with ecdis

Only a type-approved ecdis operating with up-to-date ENCs and with appropriate back up may be used to replace paper

charts on a vessel. Where ENCs are not yet available, IMO regulations allow flag states to authorise the use of RNCs (together with an appropriate folio of paper charts). In all other cases the vessel must carry all paper charts necessary for its intended voyage.

From the regulatory perspective, the most important statement about the legal status of ecdis is contained in the amended Chapter V of the Solas convention set into force on 1 July 2002. Ecdis is specifically referred to in regulation 19 ‘Carriage requirements for ship borne navigational systems and equipment’.

However, in order to replace paper charts, such systems must fulfil considerable technical requirements laid down in ecdis performance standards:

where these are available

equipment-independent specification

navigational functions that can be performed on the traditional paper charts.

No electronic system is completely failsafe. IMO performance standards therefore require that the ‘overall system’ includes both a primary ecdis and an adequate independent back up arrangement that provides independent facilities enabling a safe takeover of the ecdis functions in order to ensure that a system failure does not result in a critical situation.

However, there are various interpretations as to what are the minimum functional requirements, or what constitutes adequate back up arrangements. There are two commonly accepted options: a second ecdis, connected to an independent power supply and a separate GPS position input, or an appropriate up-to-date folio of official paper charts for the intended voyage.

Some flag states may permit other options (eg, radar-based systems such as chart-radar). Shipowners should consult their national maritime administration for specific advice in interpreting MSC 232/82 and show that with regards to equipment and SMS procedures, compliance has been achieved, and measures are in place to allow the mariner and vessels to comply with this mandation.

Unlike paper charts, ecdis is a sophisticated system which, besides the navigational functions, includes components of a complex, computer-based information system. In total, the system includes hardware, operating system, ecdis software (kernel and user interface), sensor input interfacing, electronic chart data, rules for presentation and display, status and parameters of alarms and indications, etc. All these items are accessed through an appropriate human-machine interface.

As with any type of shipboard navigation

There are many rules and regulations shipowners must consider when they are rolling ecdis installations out on board their fleets

regulations

Solas regulations state that chart data must

be official


equipment, it is only as good as those who use it and what it is being used for. In the case of ecdis and electronic charts, if the mariner is well trained then the system provides the information flow that the mariner needs to make good decisions and therefore contributes significantly to safe and efficient navigation.

Ecdis and other electronic charting systems are increasingly complex. Without proper training, these systems will not be used to their full potential and could under some circumstances increase the hazard to navigation. The Standards of Training, Certification and Watch-keeping (STCW) and International Safety Management codes put the responsibility firmly on the shipowner to ensure that mariners on their vessels are competent to carry out the duties they are expected to perform.

To encourage effective ecdis education, IMO approved a standardised model course on the operational use of ecdis in 1999 (IMO course 1.27). This course is offered by approved training institutions and maritime academies. Some flag states have developed their own training courses in ecdis in order to be able to recognise the training certificates. Type-specific ecdis training is provided by equipment manufacturers.

Navigating with ecdis is fundamentally different from navigating with paper charts. Important bridge work-processes are significantly affected, in particular, voyage planning and voyage execution task.

Ecdis provides a number of additional planning functions and features such as safety contours, alarms, click-and-drop facilities for waypoints and markers, etc. Whilst in many ways ecdis makes voyage planning easier it is still possible to make errors, however these are likely to be of a different type to those encountered when using paper charts.

Even though ENC coverage is increasing rapidly, many vessels will, to some degree, have to operate a dual – or even triple – system with ENCs, paper and raster charts. The format of the voyage plan is likely to differ from the traditional alphanumeric lists of waypoints used with paper charts and should include information on the usability of connected electronic navigational devices such as GPS and AIS and their actual alarm settings.

It is essential to make use of the in-built automatic

check functions provided by ecdis when validating and approving the voyage plan. Thought should be given to ensuring that a backup to the voyage plan on the ecdis is available in case of equipment failure. It is important that there is good communication of the voyage plan to all bridge officers so that they are prepared for the intended voyage.

At the beginning of the voyage, as well as at any change of watch, the officers should review the voyage plan and agree the selected pre-settings of functions, alarms and indicators to be used on the ecdis.

If the ecdis is used for real-time navigation, the statutory requirements regarding monitoring of the progress of the voyage and marking of positions will need to be considered:

record-keeping purposes?

tracks marked on the paper charts correspond with the ecdis information?

shipping company been adapted for the use of ecdis and is everyone concerned with the navigation familiar with these adaptations?

There is a tendency to put too much trust in computer-based systems and believe whatever is on the display. It is essential that officers do not become complacent, understand the limitations of the equipment, and employ the basic navigational skills to cross check the information displayed by all other means available; especially by looking out the window and watching the radar! ECDIS

In-built automatic check functions help to validate

and approve the voyage plan

source: Thomas Gunn


2009 brought confirmation of the timetable for the mandatory adoption of ecdis and this means that for large sectors of the industry

going digital is no longer an interesting option, it’s a must, with an immovable timetable attached. As a result, companies affected by the first phase of adoption in 2012 need to start their planning now, claims the UK Hydrographic Office.

There are a number of steps and considerations to be made to ensure that there is a smooth transition from paper to digital navigation. The most important thing is finding out how each fleet will be affected – although the legislation will eventually apply to almost all large merchant vessels and passenger ships, it will be phased by vessel type and size so it is vital to know when your ships will be affected. The first phase affects new passenger ships and new tankers.

According to the UK Hydrographic Office, developing an implementation strategy is key, as it is important to recognise that the transition from paper to electronic navigation is a fundamental change in the way ship navigation will be conducted, it’s not

Each fleet must investigate how and when it will be affected by the phasing-in of IMO’s Solas requirements for ecdis

IMO’s Maritime Safety Committee drew up the requirements for fitting ecdis in 2009

Preparing yourself for ecdis mandation

preparation


simply a case of fitting another piece of hardware to ensure compliance with a carriage requirement.

Key things to consider include the purchase and installation of ecdis equipment, amendments to bridge procedures, co-ordination between ship and shore, and the selection of a chart service that best meets operational needs and fulfils the carriage requirements.

One of the most important elements is training. Arranging and acquiring the appropriate training certification can take several months and as a minimum you should be able to satisfy your flag state and any independent audit authorities that your crews are proficient in using ecdis to maintain safety of navigation.

Although the main aim of ecdis is safety, it can also increase operational efficiency that in turn can lead to bottom-line savings. Navigators and marine superintendents regularly report a steady flow of benefits from using ecdis, including the fact that updates to chart data can be virtually instant.

The International Maritime Organization (IMO) approved amendments to the International Convention for the Safety of Life at Sea (Solas) mandating the fitting of ecdis at the 86th session of the Maritime Safety Committee (MSC) in June

2009. The amendment to Solas means that all large passenger, tanker and cargo ships will be obliged to fit ecdis on a rolling timetable that begins in July 2012.

Step 1: find out how your ship is affectedFitting of ecdis will become mandatory in a rolling timetable that begins in July 2012. The legislation will be phased by vessel type and size to eventually apply to almost all large merchant vessels and passenger ships. The timetable for newbuilds is based on the date the vessel’s keel is laid. Existing vessels will be required to fit ecdis in advance of the first survey after the implementation date. There are no requirements for existing cargo vessels of less than 10,000gt. Flag states may exempt vessels that will be taken permanently out of service within two years of the implementation date.

Step 2: consider the implementation strategyIt is important to recognise that the transition from paper to electronic navigation is a fundamental change in the way ship navigation will be conducted, not simply a case of fitting another piece of hardware to ensure compliance with a carriage requirement.

To successfully fit ecdis on a vessel or across a

Tankers built from July 2012 onwards must install an ecdis

source: Thomas Gunn


fleet and operate it in a safe and efficient manner requires consideration of a number of interrelated elements. As well as decisions on the purchase and installation of the ecdis equipment thought must be given to training and to the amendment of bridge procedures. Lastly, but importantly, is the selection of a chart service that best meets operational needs and fulfils the carriage requirements. All of these factors need to be taken into account when developing the implementation strategy for the fleet. It will depend on the types of vessel in the fleet as well as the mix of new and existing vessels and the trading pattern they operate.

Step 3: choosing the correct ecdis fitThere is a large range of ecdis equipment available, from those that are part of an integrated bridge system, through to small stand-alone units that could be more appropriate for retrofit to vessels that have limited bridge space. The IMO standards require that vessels must carry a backup to ecdis that can take over the chart-based navigation functions in event of system failure. The fitting of a second ecdis or the carriage of paper charts are widely accepted as back up that will meet requirements. Depending on the flag state, other solutions such as the carriage of a chart radar or other type-approved electronic back-up may be accepted. Owners and managers will need to decide whether to fit vessels with single or dual ecdis systems. Fitting a dual

system will allow a significant reduction in the paper charts carried (in some cases down to zero). If using paper charts as a back up to a single ecdis a vessel is likely to require the carriage of a full (or only slightly reduced) folio. However if the owner intends to install and operate with ecdis, they will need to work closely with the maritime authority so that its vessels are registered with to ensure they comply with all the requirements.

Step 4: choose the right chart solution for youOnly official electronic navigation charts (ENC) from an authorised supplier meet Solas carriage requirements for charts in ecdis. These must be kept fully up to date for the latest notices to mariners (NM). Owners should be looking for a chart service that is compliant with the new regulations, provides the best coverage for their vessels’ areas of operation, provides flexibility both in terms of the charts bought and their licence periods and includes a regular update service.

Look also for a chart supplier who can provide official raster navigational charts, such as ARCS, for areas where ENCs are not available. This will enable a fleet to always navigate with official data.

Step 5: get crew trainedTraining is a key element in the successful and safe transition to electronic navigation.

Flag states will normally, as a minimum, require that ships officers attend an approved generic ecdis operator training course based on the IMO standard model. In addition, the ISM Code requires that ships officers have familiarisation training for all safety equipment fitted on board. This requirement can be met through type-specific training provided by the ecdis manufacturer. As a minimum, an owner should be able to satisfy its flag state, and any independent audit authorities, that its crews are competent in the use of ecdis to maintain safety of navigation. The UKHO is developing training material, including computer-based packages, to assist the mariner to read and interpret ENCs with the same confidence they have with paper charts.

Step 6: get flag state certificationIt is essential to understand a flag state’s requirements for certification. Under existing regulations owners will need to obtain a certificate

preparation

Bridge procedures may need to be amended to

accommodate ecdis


of equivalency to allow ecdis to be used to fulfil the Solas chart carriage requirement. The certificate is proof that the vessel has a type-approved ecdis, fitted in accordance with IMO requirements and an approved back up system. Owners should check that their flag state will accept the type-approval certification for the ecdis equipment they wish to fit. Where ecdis has been fitted this should be indicated on the record of equipment attached to the vessel’s safety equipment certificate; this will also give details of the back up that is to be used. Owners should also talk to their classification society and insurance/P&I club to see if they have any further specific requirements. Flag state requirements may change following the adoption of carriage requirements for ecdis, so it will be important to remain in close contact with them.

Step 7: demonstrate compliance for port state inspectionAs well as having to satisfy the initial requirements of a flag state when installing ecdis, port state control will be checking to ensure compliance with the new regulations. Inspections might require physical demonstrations of competency by crew as well as evidence of inclusion of ecdis operation procedures in an owner’s onboard safety management systems. This is in addition to basic certification described in step 6. Some commercial operators’ vetting schemes will have similar demands and non-compliance with their requirements could put a ship off-hire.

Step 8: co-ordinate shoreside and shipmanagementClose co-ordination between ship and shore is vital for successful implementation. Identify all the stakeholders – class society, insurers, charterers – and include them in the plans as early as possible. It’s worth conducting a full analysis to determine how ecdis on board vessels could change ways of working onshore. Practical areas to look at include management of chart data and passage planning. Successful implementation will require a re-write of a company’s safety management system, which is likely to be best achieved through structured consultation between onboard and ashore staff.

Step 9: start now!There is a lot to do so don’t wait for the deadline. Arranging training and acquiring certification can take three months but an owner might need as much as six months to implement its strategy depending on whether the vessel is a newbuild or retrofit. The sooner the strategy is adopted, the sooner an owner will have a realistic expectation of costs and issues. If a ship is affected by the first phase adoption in 2012, planning should start now.

Step 10: the aim is safety but the result can also be efficiencyEcdis has been shown to contribute significantly to safety of life at sea, but it can also increase operational efficiency that in turn can lead to bottom line savings. Navigators and superintendents regularly report a steady flow of benefits from using ecdis. Updates to chart data can be virtually instant. Navigation tasks and bridge workload can be optimised, situational awareness improved and stress reduced when navigating in congested waters where most accidents occur. Ecdis also offers data reporting and auditing tools that can eliminate redundant practices and improve voyage planning, delivering tangible fuel savings. Early adopters will be the ones that see the advantages soonest. ECDIS

Arranging training and acquiring certification could

take months

source: Thomas Gunn


Planning for the switchto electronic charts

As amendments to Solas stipulating the carriage of electronic chart display and information systems (ecdis) on board loom

ever closer, chart suppliers will play a fundamental role in assisting shipping companies to get to grips with a new method of navigation which some seafarers have yet to experience.

Michael Cauter, deputy chief executive of the UK Hydrographic Office, said that during this transitional period where electronic navigation is being adopted on a rolling basis to 2018, companies should respond sooner rather than later. “My concern is some people are looking at this as one of a number of impending regulatory changes and treating it as a reactive issue, ie, ‘we’ll do digital navigation as and when we need to’. There are many potential safety and economical benefits of digital navigation but you only really get those benefits if you’ve been through a planned transition.”

Describing the use of electronic charts as a “different way of navigating”, Mr Cauter said the need to train crew and get supply chains in place will be paramount. He explained if companies start planning their transition now, benefits such as situational awareness and improved access to chart updates and information can be realised. “There are shipping companies who’ve been managing their own transition for the last five, six or seven years and are now navigating predominantly with digital charts, with a huge number of commercial and safety benefits. I’m concerned people are not investing time into planning how they’re going to integrate a real change in the way they navigate and access the potential benefits,” he said.

Irrespective of when shipping companies believe

the switch to ecdis will impact them, Mr Cauter said the need to begin planning now is clear and he advised companies should communicate with those in industry who can offer advice on what this means in practice. He said, “Don’t plan for a sudden switch, plan for a phased transition. We’ve seen a number of shipping lines which have gone through a phased transition where they’re increasing their costs in the first year or two, buying paper and digital materials through the transition, but they’ve got a clear business case and within a few years it pays back.”

Thomas Gunn, managing director of Thomas Gunn Navigational Services, said improved situational awareness is the “biggest advantage”

Shipowners must take action now if they are to be ready for the mandatory ecdis carriage regulations

preparation

Owners must prepare crew to use ecdis from

now onwards

a complete guide to ECDIS I Summer 2011 I 55

and the “main drive” behind electronic navigation, particularly due to information which can be used to enhance decision-making processes on the bridge. Describing the need for to take an early stance in planning the changeover to ecdis, Mr Gunn advised shipowners to talk to navigation companies such as his own, to gain a more in-depth understanding of the process of switching from paper to electronic navigation methods.

“It’s a fairly complete concept change from paper folio coverage to ecdis,” he said. “We’ve provided seminars for customers, trying to bring this information to superintendents and the message is getting there slowly. I think it’s a case of acknowledging the need and the mandate – ecdis is going to come in over a phased time scale and the sooner they start talking to the likes of ourselves and buying into the concept, looking at how to comply with the mandate, the better for them.”

In April, Thomas Gunn Navigation Services will release Voyager 3 – the third version of the company’s popular TGNS Voyager, a service which has been tested and approved by the UK Maritime and Coastguard Agency and UKHO, in addition to gaining approvals from a number of flag states. As a fully automated onboard chart management system, Voyager gives the mariner a personalised database of publications, charts and notices to mariners (NTM) within a clear folio system. Weekly updates are provided to the ship’s index containing NTMs and tracings, provided through e-mail or Internet. Data is sent to the service user via weekly updates and an emphasis on reducing file sizes is key as file compression is used and only files of relevance to the vessel’s chart outfit are supplied.

April will also see the launch of the company’s TGT e-Data service which provides chart updates from not just the UKHO but also from the US, New Zealand, Australia, Canada and Japanese hydrographic offices. Mr Gunn said the company is also “in discussion with a number of other hydrographic offices to include their data sets into our TGT e-Data service”. The service also boasts a range of additional features including advanced compression technology, where up to 60 per cent reduction in file size can be achieved.

Mr Gunn described the need for shipping companies to act on ecdis requirements now, “If they leave it until the last minute, the training

aspect is a huge hurdle which needs to be overcome. There are more and more solutions out there – we have products which can help with the transition, we’ve got the people, the technology and the understanding so it’s really about buying into ecdis and getting on board now. By speaking with distributors you can plan ahead.”

In the wake of a widespread move towards e-navigation, training is also a pertinent concern, but is the industry doing enough to ensure seafarers are competent with these new technologies? Mr Cauter said, “I’m a firm believer that regulation is an important but blunt tool. The most important thing is if we can promote the significance, importance and benefits of training to shipowners and managers, the market demand will pull this through. With the model course, IMO has taken an early stance on recognising the need for training and other bodies are also spending time thinking about this.

“Training will always need to be personalised for a particular environment or vessel – that is not a role for the regulator. Commercially the benefits of investing in training are clear but personally I am not happy with the investment made in training around digital navigation today. I think a number of shipping companies have taken rather short-term views but I think we are seeing the people who are making that investment improve their turnover of staff. It’s more about trying to encourage the philosophy of shipping companies to embrace the benefits of training rather than seeing this as a regulatory ‘must-do’.” ECDIS

www.rivieramm.com

Training will assist navigation officers to create

passage plans using ecdis

source: Thomas Gunn


Human dynamo driving the company forward

Thomas Gunn has the energy, drive and ambition of at least three people and has led such an eventful life that the mere mention of

it would exhaust lesser mortals. At the helm of this family-owned international market leader, Thomas Gunn inspires a team of more than 140 staff and spearheads the digital developments within Thomas Gunn Navigation Services (TGNS).

In his role as managing director this human dynamo circumnavigates the globe, holding regular face-to-face meetings with the company’s worldwide clients and attending a multitude of industry events to ensure he stays firmly abreast of latest developments.

Yet he also manages to find time to ski, cycle, run, sailboard, spend time with his family and devote time to community groups and charity events “to give something back”.

This ability to grasp life by the throat and squeeze every inch out of it has characterised his maritime career and enabled him to build from scratch a company which is now the world’s leading international agent for Admiralty charts.

It’s a far cry from his early days in North Shields, Northumberland where the young Mr Gunn, whose father and grandfather had served at sea, started his working life as an apprentice at specialist navigation instrument maker Lilley & Gillie.

He gained wide experience in all disciplines within the company before choosing to specialise in

navigation and become a compass adjuster. This led him to complete a foreign going masters’ course at South Shields College, obtaining his ‘ticket’ in London and becoming a qualified compass adjuster aged just 21.

For Mr Gunn it was the allure of going to sea to calibrate the compass aboard a variety of vessels which held the biggest attraction. “The Gunn family has a long tradition of being involved with the sea so it was in my blood,” he explained.

But quickly this ambitious young man had a burning desire to reach out on his own and set up his own company. At the age of only 22 he moved lock, stock and barrel with first wife Linda to Aberdeen, Scotland, where the pair began Thomas Gunn Navigation Services with Mr Gunn calibrating compasses for the large fishing fleet and growing number of oil industry-related vessels.

“I’d done a lot of research and realised there was an opening for someone to work out of the north east of Scotland,” he recalled. “Moving to Aberdeen was bold move and at the time people thought I was mad leaving Northumberland because I had a good job there. But I was always looking for something different. You’ve got to do something with your life – the world’s my oyster!” And, he adds, Gunn is a Scottish surname “so deep down I was going back

to my roots”.Dedication and drive built

the business. He drove 70,000 miles a year in those early days developing a customer base while Linda took care of the financial and back-office aspects. “It was interesting times,” enthused Mr Gunn, “I didn’t know anyone at first. It was flying by the seat of your pants.

“But that was it, we worked hard and we never looked back. I did 11 years with no sick days and

Family firm Thomas Gunn owes much of its success to the man whose name is on the building

profile

Thomas Gunn: as a company we

try to be a leader


no holidays – you just got on with it. But I enjoyed every minute of it!”

Work flooded in. Mr Gunn’s ‘can do’ attitude earned him industry respect and built lasting relationships with customers. Pretty soon he found himself using his navigational knowledge to help source charts and equipment for customers on the basis that “you never say no”, and this led to the company’s appointment as a UKHO chart agent in 1981.

Over the years Mr Gunn has gathered a loyal and dedicated team of people who have enabled him to grow the company from local market leader, through national success to become an international force to be reckoned with.

He began by taking on an apprentice of his own – 16-year-old Martin Goodrum who remains with the firm 28 years on as a senior compass adjuster and service engineer. Other staff have served with the company for up to 25 years each and this level of commitment enables TGNS to provide its customers with a knowledgeable and consistently-high service.

Along the journey Thomas and Linda Gunn were joined by experienced and well-respected director Doug Anderson whose move from London to Aberdeen represented an important turning point in the company and enabled Mr Gunn to focus on greater international business development.

Despite years of consolidated growth and expansion, Mr Gunn still leads from the helm and meets every new employee for an in-person discussion as part of their induction process as well as chairing regular team meetings when his extensive travel plans allow.

Thirty-three years later TGNS is going strong and developing market-leading ecdis technology to meet modern navigational needs.

“As a company we try to be a leader,” he explains with modest understatement. “We have our own research and development department and our own IT guys and we have the facility to provide solutions for our customers.”

While he firmly believes “there will always be a requirement for regular charts”, Mr Gunn has invested significantly in developing the firm’s digital capabilities. Version three of the company’s Voyager fully automated on board chart management system is set to be launched in April – testimony to his declaration that “you can’t just stand still”.

This dynamic 56-year-old has no plans to retire while he still has “a hunger for business and as long as I’m fit and able to do these things”. However, in his daughters Emma and Claire and grandchildren Lucas and Thomas, he has a ready-made chain of succession able to ensure TGNS remains a family firm at the cutting edge of customer-based navigational solutions provision.

But today Mr Gunn’s hectic life has more balance and when he’s not in the office or travelling the globe you can find him on the beach with wife Cherie and daughter Ellie or running in the Scottish forests with his dogs – or maybe touring Europe on his Harley Davison with his biker friends.

One place you won’t find him is asleep in front of the TV – this dynamo never stops! ECDIS

Version 3 of TGNS’ Voyager chart management system is due to launch in April

source: Thomas Gunn


Chart management systems – beyond ecdis

In a world where navigators often have to work with both electronic chart display and information systems and traditional paper

charts, Thomas Gunn Navigational Services (TGNS) has met the challenge of using advanced technology to provide British Admiralty corrections for both systems. Digital transmission of corrections enable navigators to easily and efficiently update both ecdis and paper charts with the latest information, dispensing with the unwieldy number CDs and the burden of time consuming paperwork.

Extensive sea trials of two new products to be launched this spring are in the final stages and Thomas Gunn, managing director of TGNS said, “We have become the leading distributor of Admiralty digital products in the world, by listening to our clients’ needs and working closely with them to develop the right solutions and the most economic solutions. With our

in-house digital products department and our eight-strong team of IT developers, we have the infrastructure in place to develop ongoing innovative solutions for the mariners’ e-navigational needs of the future.”

In April, TGNS will release Voyager 3 – the third version of the company’s popular TGNS Voyager Software, a service which has been tested and approved by the UK Maritime and Coastguard Agency and UKHO, in addition to gaining approvals from a number of the world’s leading flag states.

As a fully automated onboard chart management system, Voyager gives the mariner a personalised database of publications, charts and notices to mariners (NTM) within a clear folio system. Weekly updates are provided to the ship’s index, containing NTMs and tracings, provided through e-mail or the Internet. Data is sent to the service user via weekly updates and an emphasis on reducing file sizes is key as file compression is used and only files of relevance to the vessel’s chart outfit are supplied.

Voyager 3 will include all the current functionality of Voyager 2, but with the additional capability to receive vessel specific updates for AVCS and ADP. Furthermore, Voyager 3 will also allow users to add and remove charts to their index, and

Thomas Gunn is launching two new software programs which organise publications, charts and notices to mariners into a database

chart management

Voyager is a fully automated chart management system


request additional ENCs. 1,600 vessels are currently subscribed to the Voyager service and demand for the third version will be strong.

April will also see the launch of the TGNS’ TGT e-Data service which provides chart updates from not just the UKHO but also from the US, New Zealand, Australia, Canada and Japanese hydrographic offices, with further data sets to be added in the near

future, regarding paper-based outfits.TGT e-Data is a fully editable onboard chart

management system which will provide mariners with a personalised database of charts, publications and NTMs organised in a convenient folio system, and supplies weekly updates to the ships index and NTMs and tracings via e-mail.

Thomas Gunn, managing director of TGNS said, “TGT e-Data is a living, breathing product which will evolve to meet the needs of navigators worldwide. We are in discussions with a number of other hydrographic offices to include their data sets into our TGT e-Data service and believe that we’ve got a specific market for regions where there could be operators relying on not just British products but who also carry data on board their ships from other regions. Our service also boasts a range of additional features including advanced compression technology, where up to 60 per cent reduction in file size can be achieved, making it the most technically advanced digital NTM service available.” ECDIS

With over 30 years in the industry, Thomas Gunn,

managing director of Thomas Gunn Navigational Services

(TGNS) is ideally placed to comment on developments

in electronic navigation systems and the benefits that

improved automation and integration can bring. With its

heritage of traditional paper based folio coverage, TGNS

has the specialist knowledge to develop high quality,

cutting edge, electronic onboard chart management

systems and Mr Gunn is passionate about the benefits

he has seen to the industry as a whole.

Describing the need to take an early stance in the

changeover to electronic navigation methods he said,

“Improved situational awareness is a massive advantage

to mariners and can significantly enhance decision-

making processes on the bridge. We urge shipowners

to talk to navigation data suppliers, such as ourselves,

to gain a more in-depth understanding of the process of

switching from paper to electronic navigation methods,

and the benefits to be realised.

“It’s a fairly complete concept change from paper

folio coverage to ecdis. We provide a programme of

training and seminars for our customers and are trying

hard to bring the information to superintendents – the

message is getting out there, but slowly. I think it’s a

case of acknowledging that whilst there is a mandate

to comply with, there is also a genuine need for

heightened awareness, and that very real benefits are

to be gained from embracing these new technologies,

at the same time as understanding the limitations.

Despite ecdis coming in over a phased time scale, if it’s

left until the last minute the training aspect will become

a huge hurdle which can’t be tackled overnight.”

“I believe for many navigators there is a fear of relying

on computers as a whole which needs to be overcome

– maybe they aren’t used to them in their private lives

and so find it difficult to welcome them into their working

environment. We need to demonstrate the enormous

benefits that can be gained from the technology – not

only from ecdis itself but also from online updates

that are available for both digital and paper based

navigational systems.”

“There are more and more solutions out there – we

have products which can help with the transition, we’ve

got the people, the technology and the understanding so

it’s really about buying into ecdis and getting on board

now,” said Mr Gunn.

Training – the key to successful transition

Weekly Voyager updates are provided to the

ship’s index

source: Thomas Gunn


digest ferry

BRAZILFundação Homem do Marwww.fhm.org.br

CHINAHeadway Technology Co Ltdwww.headwaytech.com

CYPRUS

Uniteam Marine Ltdwww.uniteammarine.com

DENMARKDanelec Marine A/Swww.danelec-marine.com

Furuno Danmark A/Swww.furuno.dk

Isic A/Swww.isic-systems.com

FINLANDAboa Marewww.aboamare.fi

Unigraf Oywww.unigraf.fi

FRANCESodena SASwww.sodena.net

GERMANYBaytek Industriesysteme GmbHwww.baytek.de

ChartWorld GmbHwww.chartworld.com

Conrac GmbHwww.conrac.de

Interschalt Maritime Systems AGwww.interschalt.de

Kadlec & Brödlin GmbHwww.kadlec-broedlin.de

MSG MarineServe GmbHwww.marineserve.de

MTC Marine Training Center GmbHwww.mtc-simulation.com

Raytheon Anschütz GmbHwww.raytheon-anschuetz.com

Safebridge GmbHwww.safebridge.net

SAM Electronics GmbHwww.sam-electronics.de

SevenCs GmbHwww.sevencs.com

GREECECosmos Nautical Training Centrewww.cosmostraining.gr

Epsilon Hellaswww.epsilonhellas.gr

Vanos SAwww.vanos.gr

ISRAEL Totem Pluswww.totemplus.com

INDIABibby Ship Management (India) Pvt Ltdwww.india.bibbyshipmanagement.com

JAPANFuruno Electric Co Ltdwww.furunodeepsea.com

Japan Radio Cowww.jrc.co.jp

THE NETHERLANDSDatema Nautical Safetywww.datema.nl

JRC Europewww.jrceurope.com

NORWAYHatteland Display ASwww.hatteland-display.com

Jeppesenwww.jeppesen.com/marine

Kongsberg Maritimewww.km.kongsberg.com

Mariswww.maris.no

DNV Maritime Partnerwww.dnvmp.com

Primarwww.primar.no

REPUBLIC OF PANAMAIslamoradawww.islamorada.com

PHILIPPINESIdess Maritime Centre (Subic) Incwww.idess.com

SWEDENAdveto ABwww.adveto.com

Consilium Marine & Safety ABwww.consilium.se

directory

Transas Marine Internationalwww.transasmarine.com

UAEElcome International LLCwww.elcome.ae

Emirates InternationalMaritime Academywww.eima.ae

UKBlackpool & The Fylde Collegewww.blackpool.ac.uk

Charity & Taylor (Electronic Services) Ltdwww.ecdis-and-radar.com

ChartCo Ltdwww.chartco.com

Da Gama Navigation Solutionswww.da-gama.co.uk

Ecdis Ltdwww.ecdis.org.uk

John Lilley & Gillie Ltdwww.lilleyandgillie.co.uk

Kelvin Hughes Ltdwww.kelvinhughes.com

PC Maritime Ltdwww.pcmaritime.co.uk

South Tyneside Collegewww.stc.ac.uk

Thomas Gunn Navigation Serviceswww.thomasgunn.com

Toddwww.intelligentnavigation.com

VideoTelwww.videotel.co.uk

Warsash Maritime Academywww.warsashacademy.co.uk

USGlobal Maritime andTransportation Schoolwww.gmats.usmma.edu

Maritime Professional Trainingwww.mptusa.com

Sperry Marinewww.sperrymarine-northropgrumman.com

DISCLAIMER: Riviera Maritime Media

Ltd will not be held responsible for any

loss, damage or inconvenience caused by

reliance placed on the data contained in it

or through omission or errors.


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Why so complicated?

Although mandatory ecdis is just around the corner for some sectors of the industry, only a small proportion

of mariners currently have experience of using ecdis for primary navigation. But this is changing, and as more companies, ships and their crews encounter ecdis, the more questions, reservations and concerns emerge. Many of the specific issues can be encapsulated in the single catch-all question – why is it so complicated? A good question too; after all, ecdis has been a long time coming and it wouldn’t seem unreasonable to expect a mature, user-friendly system at our present stage of digital development.

But ecdis continues to be an awkward issue and part of the problem surely stems from the fact that two of the elements fundamental to its progress operate at vastly different speeds. While the regulatory wheels, including those at the IMO, grind very slowly indeed, the scale of progress in the electronics industry has roughly followed the spectacular expansion of ‘Moore’s Law’ suggesting that the number of transistors on an integrated circuit will double every 18 months or so. Where is the computer you were using in November 1995 when the IMO adopted the first ecdis performance standards?

Rarely has bridge equipment generated such polarised views, though it is probably worth remembering that radar was initially treated with deep scepticism by many experienced mariners. Opinions of ecdis range from enthusiastic acceptance to those who would like to see the mandatory implementation programme put on hold pending the resolution of a raft of perceived problems.

Properly used, ecdis should be a force for good, enhancing safety at sea. But nobody can

seriously imagine that ecdis will always be used properly. Although it is widely understood that ecdis has the facility to provide timely anti-grounding warnings, this is only true if the operator has configured the system properly. Furthermore, charting limitations often seem to present problems in relatively shallow waters where the functions would deliver the greatest benefits. Shouldn’t we expect such a system to default to a safe mode, automatically providing alarms based on, say, a vessel’s maximum loaded draught with an additional safety margin and its manoeuvring characteristics. Furthermore, provided with vessel specific data, it shouldn’t be difficult to enable a system to question or reject inappropriate user settings.

And nobody can ever have suggested that paper charts are far too big and ecdis would be best served by a much smaller display! The display size was dictated by the hardware available in the day and it is one of the main areas of dissatisfaction, particularly during the voyage planning phase. Bigger displays are now available at a reasonable price, but how

Modern expectations may signal the future course for ecdis

by Alan Welcome

last word

Shawn Freeman: One suggestion is to tie the anti-

grounding parameters to the route plan


long will it be before the minimum size of display is revised to acknowledge this availability?

Then there is the understandable call for some level of standardisation to allow personnel trouble-free movement between different makes and models of ecdis. This is countered by the equally reasonable claims that the combination of standardisation and regulation would virtually stifle imaginative, competitive development.

Ecdis seems to be a partially successful attempt to conflate the time-honed practice of traditional navigation with a particular take on digital technology. But shouldn’t there be more to it? How about the people who will have to work with it throughout their time at sea?

For a taste of the aspirations of those at the beginning of their maritime careers I am grateful to Shawn Freeman (USCG Ret), currently a part time electronic navigation instructor at the Mid Atlantic Maritime Academy in Virginia Beach, Virginia. He says his younger students regularly comment on the limitations they encounter with ecdis/ENC and they would certainly like to be dealing with systems much more in keeping with their wider experience of modern technology.

“One of the comments I frequently hear from students in my ecdis course relates to the information system element of ecdis. They say it is much easier to pull out a paper chart to find a relevant chart note than it is hunting for the information on an ENC, only to find out that it references some other publication.”

One student put it in a nutshell, saying, “Why can’t I Google my ENC and ask direct questions such as, ‘where is Thimble Shoals Light?’ ‘Where are the anchorages for this harbour?’ ‘Which harbour has these features?’ Instead, I have to hunt and click to find what I am looking for.”

Another asked, “Why can’t the ecdis work like the GPS in

my car? I enter my destination, and it spits out the best recommended route.”

Mr Freeman says the anti-grounding features also attract criticism. Their limitations have resulted in annoyance with alarms that are not relevant. He says this is dangerous as it introduces a ‘crying wolf’ syndrome which is not conducive to safe navigation. “One suggestion is to tie the anti-grounding parameters to the route plan. Narrow channels don’t require the same parameters as coastal transits with undefined channels. When tied to the route, the parameters could be programmed to adjust to values appropriate to the circumstances, triggered by components in the route plan.”

Mr Freeman says that his observations lead him to believe that an “intuitive system” really means we want something we are used to and familiar with. Put another way: how can I use what I already know to accomplish what I want?

“The younger generation are familiar and comfortable with Microsoft and Internet type human interfaces. The speed and availability of iPhone type applications impress young minds

and demonstrate what they can expect from their technology. These are the influences that shape a young mariner’s notion of intuitive. Applications such as Google maps, Google earth, Google street view and plain Google search may be the direction ecdis will follow.”

Others are concerned that the cartographer’s art will disappear. It should survive, in the medium term at least, as there will be a continuing demand for paper charts. It would be very satisfying if these skills were ultimately to be combined with a far more mature descendant of ecdis/ENC to produce a truly elegant, intuitive navigational environment, supporting all navigational techniques and encouraging a pro-active approach to the conduct of ships. ECDIS

Young seafarers are familiar with

iPhone-type technology


Abbreviations and acronyms

AIS automatic identification system

ARCS Admiralty raster chart service

arpa automatic radar plotting aid

AVCS Admiralty vector chart service

BWT ballast water treatment

CCRP consistent common reference point

CIRM international radio maritime committee

COC certificate of competence

Colregs international regulations for

preventing collisions at sea

DGPS differential GPS

DR dead reckoning

dwt deadweight tonnage

ecdis electronic chart display and information system

ECS electronic chart system

ENC electronic navigational chart

eLoran enhanced long range navigation system

FSA formal safety assessment

GIS geographic information system

Glonass global navigation satellite system

GMDSS global maritime distress and safety system

GNSS global navigation satellite system

GPS global positioning system

GT gross tonnage

HMI human machine interface

HO hydrographic office

HSC International code of safety for high-speed craft

IACS International Association of Classification Societies

IBS integrated bridge system

ICS International Chamber of Shipping

IEC International Electrotechnical Commission

IHO International Hydrographic Office

ILO International Labour Organisation

IMO International Maritime Organization

IMO course 1.27 Standardised model course on the

operational use of ecdis

INS integrated navigation system

ISM International Safety Management Code

MAIB Marine Accident Investigation Branch (UK)

Marpol marine pollution convention

MCA Maritime and Coastguard Agency (UK)

MGN marine guidance note

MIO marine information overlay

MNTB Merchant Navy Training Board

MSC (IMO) Maritime Safety Committee

NARAS navigation radar and ARPA simulation

Navtex navigational and meteorological

warning broadcast service

NI The Nautical Institute

NMEA National Marine Electronics Association

NOAA National Oceanic and Atmospheric

Administration (US)

OMBO one man bridge operation

OOW officer of the watch

P&I club protection and indemnity club

PMS planned maintenance system

PSC port state control

RCDS raster chart display system

RENC regional ENC co-ordination centre

RNC raster navigational chart

S-mode simplified or standard mode

SENC system electronic navigation chart

SMC safety management certificate (ISM Code)

Solas (international convention for the) safety of life at sea

STCW (international convention on) standards of training,

certification and watchkeeping

T&Ps temporary and preliminary notices

UKC under keel clearance

UKHO United Kingdom Hydrographic Office

UKMPA United Kingdom Maritime Pilots’ Association

UPS uninterruptible power supply

USCG United States Coast Guard

VAR value added reseller

VDR voyage data recorder

VHF very high frequency

WEND worldwide electronic navigational database

Useful abbreviations and acronyms, most of which are used in this guide

abbreviations & acronyms

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A Complete Guide to ECDIS-Summer 2011

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