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Shipping Regulations and Guidance Special Report

1. 44 The Revolution on the Bridge Made by ECDIS 46 MMMM Choosing ECDIS Systems a aa 48 WELcomE The world of shipping becomes more regulated with each passing year with an ever increasing number of regulatory items entering force each with associated guidance This periodical aims to brief the reader on such topics with clarity It is not an instant news service but provides clear analysis of the issues facing shipping today There are many owners and operators who are aware of impending legislation whether at an international or specific territorial level but who have not committed the time to assessing how they their business and their ships will respond This periodical will keep up to date with current matters and those coming through over the next few years Existing items will be covered for those who are trying to get a grip on topical matters in our industry A publication of this nature could not be prepared without referencing the substantial resources that IMO has made available at www imo org from which many extracts and references have been used in the preparation of this publication lain Macneil Managing Director Witherby Publishing Group Ltd Un Shipping Regulations and Guidance ECDIS INTRODUCTION Witherby Publishing Group in partnership with ECDIS Ltd recently published two ECDIS titles ECD
2. Note the extra sensor information in the control panel on the left Similar to other ECDIS screen layouts and sensor information information panels are software version dependent PC Maritime a a EROS eee ee ee ee ee S52 d Some Da p pet pgi Taren oont Sam epee Tye ies pee alt xii saa 8 were AD Diep ee OF F AB ma s gt Ete JEH H Oe z Ke f 50 20 5186 N x 000 08 6580 E kaa a al th air o m mam eres Oire mea semen eo wed e a Usan sos TE FOG GFS sr imo REG s Carts riqin in twice EE L a J ome acl 2 58NM 031 0 211 0 00 12 06 066 0 12 8 120 50 22 7333 N 000 10 7516 E WGS84 LJ 12 02 2010 10 16 28 Figure 10 155 PC Maritime position monitoring window Shipping Regulations and Guidance A dedicated window is automatically allocated to monitor the vessel position by default at the largest scale chart available The system changes chart automatically when necessary This window cannot be minimised or closed if position input is active To move away from this area position monitoring must be disengaged which allows you to scroll ahead or view another chart 10 3 5 4 Look Ahead Position Offset One of the most frustrating elements of using an ECDIS and particularly a single ECDIS is trying to look at where the ship is going on a suitably sized screen and at the right scale to see al
3. RADAR Check Ensure that the preferred radar is selected Action Check that RIO and TIME Check Check that System Time is configured correctly ARPA targets can be Action Check that Ship s Time is correct in the ECDIS TARGETS displayed Check that the correct Check Ensure that targets are configured correctly Time Zone settings are Action Check that the following are configured applied correctly ARPA Contacts On Vectors On Tracks Off AIS Contacts On Vectors On Tracks Off CPA Alarm Configure as necessary POSITION SOURCE SETUP TCPA Alarm Configure as necessary Check Check that the primary position fixing system is set up correctly Action Check that XTD has been set to an adh ri appropriate value Set up ETA Set up ETD Confirm that the Route has been checked Protect the Route Activate the Route for Monitoring Load the Secondary Route in Route Editor if HEADING required WAYPOINT SELECTION Check Ensure that the correct Waypoint information is being displayed Action Check that the following are configured correctly Waypoint Selection Auto or Manual Arrival Circle Auto or Manual Radius Auto or Manual Track History On set appropriate value Secondary Track On ROUTE DISPLAY SETUP Check Ensure that the display is configured for Route Monitoring Action Configure the
4. Book 350 each Qty Book 75 each Qty eBook 350 VAT each Qty eBook 75 VAT each NaMe 20 ccc cc cececccccccceccuccccccuceuuceneacenenteneuceneacaueacenecuaueneaueneuueneauentaueneanentuteneatentuteneaueneateneaeeneneeneneaneas iY KCN S oS sts bee SS S S So nutran as ae come S S SS SS Geman P P s dene Contact telephone NUMDET uy u LL LL uu u a T aqui sibuk AEE qaku laaasa Email 8dd 6S81 u uu L uuu cc on ne ne E eee oe ee ee ee eee Card details My Card is a MasterCard American Express Visa My Card No is OOOO OOOO OOOO OLLI Expiry date LILI Start date if applicable LL L Security number UL 3 digits for all cards except Amex Amex requires 4 digits AMERICAN AAE Aus ELS e NE M ON PE A AE E oan E E EXPRESS Cardholder s Address sisescsscaiscaenenesasinadeedusaenrinddvcadnckesasnnsinctacadanidaucauactesadnnaiasiaeannt piece AE OE PI EOT AE AE AT PP OSIGOUS aan nee ee eee mee ere bank VISA Ne WITHERBY Seamanship INTERNATIONAL Witherby Seamanship International 4 Dunlop Square Livingston Edinburgh EH54 8SB Scotland UK Tel No 44 0 1506 463 227 Fax No 44 0 1506 468 999 u Email info emailws com FOR ENTERPRISE s Web www witherbyseamanship com a ua 0421611001 ISSN 2042 6119
5. If an ECDIS was not S57 compliant the system would be regarded as a raster chart display service Raster charts are simply scanned versions of paper charts ECDIS charts however are layered databases of information that can be interrogated providing the navigation functionality of raster charts but with the ability to simplify the display remove layers and set alarms that are placed on the chart data along with a number of other features TRAINING There is a feeling that training on ECDIS could be made mandatory and with the next STW meeting in January 2010 the lack of training in ECDIS is likely to be high on the agenda However this does raise the issue that should ECDIS training become mandatory there are currently not enough ECDIS training facilities to deal with the up to half a million seafarers who would need training over the next eight years The industry and chart agents gathered in Singapore between the 19th 21st October at the Singapore Maritime amp Port Authority hosted third International ECDIS Conference which was co sponsored by the UKHO to discuss the various issues with the systems and what ECDIS can offer to users The UKHO are adding a new section to the Mariner s Handbook that will provide generic guidance on ECDIS Shipping Regulations and Guidance TCW 2011 WHAT ARE THE CHANGES The STCW Convention was adopted in 1978 to establish basic requirements on training certif
6. Shipping Regulations and Guidance 21 Tokyo Keiki ECDIS EC 8000 EC 8500 Name of System ECDIS EC 8000 EC 8500 Manufacturer amp Country Tokyo Keiki Inc Control Division Marine Systems 2 16 46 Minami Kamata Ohtaku Tokyo 144 8551 Japan www tokyo keiki co jp marine Standard e Complies with latest IMO standards MSC 232 82 e In addition to the current Track Control System TCS Type approval for interface with new adaptive control NCT autopilot HCS is available IMO MSC 74 Annex2 IEC62065 Category C Easy operation Improved installation Can be arranged as stand alone or unit type Pilot Control Unit OPTION Overview of Remote ECS connection OPTION System When connected to the ECDIS by LAN it is possible to observe the ECDIS display and create routes etc on the PC Automatic creation of temporary route When automatic steering is initiated a route is automatically created from the own ship position to the optional start position allowing the ship to easily enter the new route using Track Control System TCS The operating mode consists Plan Mode Monitoring Mode Update Mode Display chart ENC IHO S 57 S 63 C Map CM 93 3 ARCS OPTION Display each countries own language on ENC Navigation monitoring along the active route Off track Ground avoidance danger prohibited area is a main function in Monitoring Mode Possible to display a sea area that does not include the own ship position for a l
7. 2 11 Establish where an Alarm Indication Warning can be reviewed once acknowledged Charts 2 12 Determine how to install licences permits and charts on the system 2 13 Determine how to ascertain whether an installation was successful 2 14 Determine how to access the Chart menu and differentiate between different chart products installed 2 15 Determine the system criteria for automatic selection of charts 2 16 Determine how to select a chart for display 2 17 Determine how to check the update status of loaded charts 2 18 Determine how to update both RNC and ENC charts on your system 2 19 If available determine how the system automatically updates and what the consequences are when it is updating 2 20 Determine how to apply Manual Corrections Updates 2 21 Determine how to find and view Corrections Updates NTMs 2 22 Determine how to view AlO and T amp P overlays HANDOVER ROUTINE 3 18 1 While on watch the OOW is responsible for the Operation and management of ECDIS Therefore a comprehensive handover of the system is essential before taking over the watch If the offgoing or oncoming OOW is in any doubt about the state of the ECDIS configuration the Navigator should be consulted immediately 3 18 2 The OOW is to annotate on the ECDIS console the configuration in force that is to say whether it is set up for Confined Waters Coastal or Open Ocean see Annex E The oncoming OOW is to check the s
8. 81 3 6832 1812 Fax 81 3 6832 1845 Greece Branch 223 Syngrou Avenue amp 2 Tralleon Street 171 21 Nea Smyrni Athens Greece Tel 30 210 9355061 9355661 Fax 30 210 9355611 Amsterdam Branch Office Cessnalaan 40 42 1119 NL Schiphol Rijk The Netherlands Tel 31 20 658 0750 Fax 31 20 658 0755 lt Sea surface SSS SI aaa lt Value of safety contour yp A These procedures provide recommendations that are designed to accompany a ship s safety management system SMS for the use of ECDIS for navigation route planning and at sea On passage RE WITHERBY ea InSsSNIp Witherby Seamanship International 4 Dunlop Square Livingston Edinburgh EH54 8SB Scotland UK Tel No 44 0 1506 463 227 Fax No 44 0 1506 468 999 Email info emailws com Web www witherbyseamanship com Shipping Regulations and Guidance ECDIS PROCEDURES GUIDE In March 2012 Witherby Publishing Group published the ECDIS Procedures Guide authored by ECDIS Ltd Pages 18 to 21 of this special report is based on text extracted from the ECDIS Procedures Guide INTRODUCTION 1 1 1 These procedures provide recommendations for how ECDIS should be configured and used as a ship s primary means of navigation To achieve compliance with international regulations a ship may navigate with ECDIS as the primary means of navigation if E E f the use of all available techn
9. Tide and Current Chart Updates and corrections AIS Navigational data log and Play back MARIS ECDIS 900 is the first ECDIS in the world to receive a type approval certificate Wheelmark using a Flat Panel Computer FPC The MARIS Smart Line is the only FPC Certified to IEC 60945 for use onboard ships More than 500 ECDIS 900 systems have been delivered to end users in more than 25 countries This makes MARIS one of the top companies in the world delivering ECDIS and the fastest growing http www maris no news_article35e4 html news_articles nid 31 Shipping Regulations and Guidance 11 MECys ECDIS Name of System MECys ECDIS Manufacturer amp Country MECys 921 10 Mandeok 3 Dong Buk Gu Busan Korea Zip 616 113 http www mecys com english company html Standard IEC 61174 MECys ECDIS have been installed to the ROKNS Additional Function Option KDX lI II destroyer 209 class submarine LST Basic Function Display S 57 ENC and the ships location Radar Overlay AIS Target and Data Overlay Connectivity Route Plan Monitoring e GPS DGPS GLONASS INS Alarm North Head Up Gyro Compass Periscope Speed Log Overview of Record navigation data and reply Radar ARPA Transponder UAIS System Record radar image and target and reply Auto Pilot Display realtime 3D seabed model Echo Sounder ERBL Electronic Range and Bearing Line Display ARPA Radar Target Variety of datum support C
10. ECDIS relieves the navigator of the task of having to manually fix the vessel s position at regular intervals during a passage This would allow him to focus his attention on the more critical aspects of navigation like the assessment of risk of collision and collision avoidance action Needless to say the other bridge team members should maintain regular position fixing on the paper chart as a cross check to this modern marvel The unique circumstances involved in navigating the Malacca Singapore Straits require the prudent shipowner to engage the services of a pilot to ensure the safety of both his vessel and the environment Hazards include restricted navigational routes numerous shallow patches sharp angles and bends in certain parts of the Straits limited radii of turns the presence of many fishing vessels and unpredictable and fairly strong currents in certain areas of the Straits In the same vein ECDIS would be a valuable tool for both pilot and watchkeeper in the safe navigation of the vessel given its ability to provide continuous traffic surveillance and accurate position fixing This is particularly important for the pilot shiphandler as he manoeuvres the vessel in restricted waters or when steaming through areas of restricted visibility eg due to heavy rain fog Capt Fadzlon Ahmad Managing Director amp Chief Marine Advisor StrasseLink Pte Ltd or haze With ECDIS the position of the vessel relative to its S
11. There is a danger that bridge watchkeepers will increasingly trust what is displayed without question Before the IMO official implementation there have been many incidents due to overreliance or lack of awareness on ECDIS Take the case of the CFL Performer The OOW was following the passage plan set on the ECDIS but unfortunately this track took the ship straight over the Haisborough Sand Apparently the Master had changed the original passage plan en route In another case P amp O vehicle and passenger ferry Pride of Canterbury struck a sunken wreck The ECDIS was not properly configured and thus a charted wreck did not show on the display Words of advice to all Navigators Train yourself well on the advantages and limitations of ECDIS Don t overrely on ECDIS still go out on the wings to take transit bearings Don t consider ECDIS as a point of consolidation of all navigational information do cross validate the information on respective equipment and follow the good safe conventional navigation practices and keep your contingencies in place Don t forget to do all this until systems and staff adapt to ECDIS fully So keep your sextant polished and paper charts updated at least until 2017 e 6 ECDIS training should be a mandatory part of onboard familiarisation g B Shipping Regulations and Guidance ECDIS CHALLENGES UNLOCKED BY VIDEOTEL There is no doubt that the implementation of ECDIS as the primary means of
12. enhanced one has to be mindful of the limitations that come with it This sophisticated navigational equipment may assist and enhance the level of performance of the navigator by making available to him a host of important information at the touch of a button but it can also if not guarded against create a false sense of adequacy comfort and security for the navigator As always a piece of equipment is only as good as the person operating it Unless the person handling the equipment is properly trained and is provided with a good and safe working environment accidents are bound to occur regardless of how sophisticated or advanced the equipment installed on board Factors that have an important influence on safe navigation and which have been proven on many occasions to contribute to a mishap include a Lack of a safe working system This may lead to the inability of the navigator to focus on the job due to fatigue tiredness stress b Lack of familiarity with shiphandling in confined waters No amount of sophisticated equipment can replace a mariner s experience in shiphandling Shipowners must invest in both time and expense to ensure sufficient training is given to their personnel to pick up such skills AS a minimum shipowners must be alive to the fact that special skills are needed to navigate a vessel through confined waters and they should not underestimate the importance of engaging the services of an experienced pilot in
13. symbols and general display will be the same the controls may be significantly different and take some time to become familiar with If he isn t given suitable time for handover familiarisation with this equipment on board then the consequences could be serious Meanwhile there may be a relatively large number of manufacturers producing ECDIS units but if a company hasn t already taken steps to purchase the equipment it may find itself struggling to implement the system on time as demand is increasingly high A significant number of companies may have held back over the past few years due to an element of lets wait and see and a degree of confusion over what systems are approved or otherwise David McFarlane Master Mariner MNI MRIN Director Maritime Risk and Safety Consultants Ltd Training itself may have been held back due to companies being reluctant to send their employees on a course if its ships have still not been fitted out There is an increasing number of training establishments around the world offering ECDIS training but any good company should do its research into the subject and this shouldn t be restricted to a few hits on the internet Flag State requirements may vary relating to approval availability of back up systems and training and companies must be certain that these requirements are being followed a potentially large minefield in a large multi flag fleet Another concern is whether the compan
14. 1 amp 17 7 JRC JAN 2000 ECDIS Name of System JAN 2000 ECDIS Manufacturer amp Country JRC Japan Radio Co Ltd Fujisawa bldg 30 16 Ogikubo 4 chome Suginami ku Tokyo 167 8540 Japan http www jrc co jp jp index html Standard Complies with new SOLAS regulations MSC 232 82 performance standard for ECDIS effective from 1 January 2009 The new JAN 2000 is a high performance and fully type approved ECDIS system with excellent on screen menus which will greatly shorten most users learning period Overview of 18 1 or 19 inch high visibility displays System Simultaneous display vector and raster charts Multiple and wide screen viewing Flexible black box configuration Cost effective installation Cost effective solution AIS targets Multi view Grounding avoidance Backed up via LAN Optimised viewing Flexible black box configuration Interfaces Advanced route planning Man Overboard operation JRC has issued an urgent warning and software update that affects some early http www jrc co jp eng product contact html A ECDIS Models See page 1 amp 17 8 Kelvin Hughes Manta Digital ECDIS Name of System MantaDigital Manufacturer amp Country Kelvin Hughes Limited UK Head Office New North Road Hainault Ilford Essex IG6 2UR T 44 20 8500 1020 F 44 20 8500 0837 http kelvinhughes info index php option com_frontpage amp ltemid 1 Standard Display variants are approved to IEC 61174 Type approved auto
15. Sounder and more Collision prevention algorithms minimize human error Data logging and playback functionality Interfaces with ship s navigational equipment Route planning and monitoring capabilities Alarm when approaching dangerous areas such as shallow waters navigational hazards etc Man Overboard mode for single click emergency operation Dynamic Licensing of pay per use method only charts that are used by the al 0 are charged for Great Reduction of ENC License Cost hntpulwwnutotempluscom contactshtmh i UT T f ff f f fff www totemplus com contacts html Shipping Regulations and Guidance 23 Transas Navi Sailor 4000 ECDIS Multifunction Display Name of System Transas Navi Sailor 4000 ECDIS Multifunction Display Manufacturer amp Country Transas Group International Transas Headquarters 10 Eastgate Avenue Eastgate Business Park Little Island Cork Ireland http www transas com company Standard IHO Electronic Navigational Chart ENC Raster Navigational Chart RNC ECDIS Display and Presentation ENC Data Protection IMO Module B in the directive SOLAS 74 as amended IMO Res MSC232 82 IMO Res A 694 17 IMO Resolution MSC 191 79 Navi Sailor 4000 ECDIS Multifunction Display is a flexible and redundant solution providing the mariner with a convenient task oriented environment Every Transas MFD workstation WS can be equipped with a standard set of software such as ECDIS
16. assessed due X 24 expected to lack of information Unassessed The quality of the bathymetric data has yet to be assessed U ZOC Table with corresponding ECDIS Symbols Shipping Regulations and Guidance ECDIS TO BE PHASED IN BETWEEN 2012 amp 2018 MSC 86 adopted amendments to SOLAS Chapter V Regulation 19 on the carriage requirements for shipborne navigational systems and the equipment that makes the carriage of an electronic chart display and information system ECDIS mandatory ECDIS is now accepted as meeting the requirement to have nautical charts to plan and display the ship s route for the intended voyage and to plot and monitor positions throughout the voyage NEW BUILD SHIPS These are the requirements to fit ECDIS on new build ships that will be engaged on international voyages based on their construction date on or after 1 July 2012 for passenger ships 2500 gt 1 July 2012 for tankers 23 000 gt 1 July 2013 for cargo ships other than tankers 210 000 gt 1 July 2014 cargo ships other than tankers 23 000 gt but lt 10 000 gt IMPLEMENTATION DATE FOR SHIPS CONSTRUCTED BEFORE THE FOLLOWING DATES 1 July 2012 for passenger ships 2500 gt not later than the first survey on or after 1 July 2014 1 July 2012 for tankers 23 000gt not later than the first survey on or after 1 July 2015 1 July 2013 for cargo ships other than tankers 250 000 gt not later than the first
17. displaying ownship position Single operator action keys for MIO and Standard Display setting Shipping Regulations and Guidance 2 3 Identify all automatic functions required for monitoring ship s safety such as the display of position heading course speed depth safety values and time 2 4 With regard to data determine how to do the following Set system units Scroll Zoom Centre on ship View cursor data Determine Scale of charts Select the Best Scale Chart Select Autoload and Autoscale Select a particular scale 2 5 Determine how to access the main menu and select menu options 2 6 Establish how to interrogate an RNC and charted features of an ENC Presentation of Data 2 7 Determine how to set and display the following Day Dusk and Night palettes Brightness and contrast Specifically for ENCs Safety Depth and Safety Contour Shallow and Deep Contours Two and Four depth shades Traditional and Simplified symbology Select Base Standard All Other and any Custom or Additional display Configure display settings Save configured settings Display of Zone of Confidence CATZOC information 2 8 Establish how to display ECDIS Chart 1 Safety Settings 2 9 Establish how Alarms and Indications Warnings are generated and where they are displayed 2 10 Establish how to acknowledge an Alarm Indication Warning
18. embrace these principles along with other navigational skills and not be tempted to get captured in an almost virtual electronic world of wizardry perhaps the greatest risk of all ECDIS is an extremely important tool that if used correctly will help the navigator sail his ship safely e G 6 the implementation of ECDIS is the most significant change in navigation practice ever to have taken place since the Introduction of radar g 5 Shipping Regulations and Guidance ECDIS MATTERS ECDIS already has a big impact on the marine industry It has changed some of the age old navigational practices SOLAS makes the carriage of ECDIS mandatory on certain ship types by 01 July 2012 However the mandatory training course for ECDIS does not seem enough it will be useful for the shipping companies to provide model specific training to their staff It may also be useful if the companies installed same make and model of ECDIS on all ships in their fleet especially in cases of retrofitting or new builds Most navigators including myself are comfortable with it It is also taken on well by the younger generation of navigators Master and OOW may view the system with different perspective the OOW s are quick to learn the system and the senior Masters focus more on legal and management issues and at times are known to be slow in its practical use The younger generation of navigators needs to focus on familiarization with different position
19. fixing systems and procedures related to cross checking positions using different means The biggest concern with ECDIS is over reliance by the mariner the system will be based on the charts available for use and the position input system Some poorly trained mariners have known to be plotting range and bearing read off from the ECDIS Back up provisions are satisfactory in Capt Nadeem Anwar Managing Director Flag Marine Advisory Bahrain general but in cases of longer power breakdown the 6 hour UPS may not be enough Certain models were known to have difficulty in shifting the position from main chart to the Inset of harbour or port area when operating in the Raster Mode in some cases systems have known to freeze at such stages of the passage In some cases mariners struggle to use PI s effectively when working with ECDIS simultaneously The greatest benefit is the display of real time continuous dynamic position of the vessel along with ability to provide historic position information The passage planning becomes much easier and the provision of alarms warns mariners of dangers being approached However the quality of the ENC plays a significant role in providing the warnings alarms as ECDIS does it based on contours ENC s with insufficient contours may fail to generate timely warning The laborious task of chart corrections seems history now In coastal waters the radar overlay allows rapid cross check of the EC
20. in the Malacca Singapore Straits Although there is IMO s recommendation for deep draughted vessels and VLCCs to use pilotage services when transiting the Malacca Singapore Straits not all companies managing laden vessels and VLCCs observe the IMO recommendation While shore based VTS along the Malaysia and Singapore coastlines provides advisory services when requested and while AIS ECDIS provides positioning and tracking capabilities on the vessel a shipboard advisor pilot is still the positive way to enhance the safety of navigation in the critical waterway e 6 6 there appears to be a developing trend of bridge team members placing almost complete reliance on the ECDIS 5 5 Shipping Regulations and Guidance THE REVOLUTION ON THE BRIDGE MADE BY ECDIS have been at sea since 1994 and working with ECDIS since 2002 on cargo ships and passenger ships ECDIS has developed significantly in recent years and made a huge impact on the shipping industry Many large modern shipping companies have fully ECDIS fitted ships and no paper charts Other companies use paper charts as the primary means for navigation with ECDIS fitted as a back up and of course some companies have no ECDIS and rely on paper charts only The change from paper to digital creates a gap between the new generation navigators and the old fashioned Masters Chief Officers and OOWs This change also creates a gap between companies For example some cru
21. minimize mistaken identity and simplify watchstanding Vector or raster chart formats ARPA and AIS target correlation with all other VisionMaster FT workstations Operator configurable screens full display vertical or horizontal split screen and picture in picture Navigation tools including parallel index lines history tracks and predicted vectors Depth history graph Records of key voyage and alarm information EBL and VRM functionality with radar Configurable Conning Information Display CID iUSB portable storage device port iHelp functions Options Track Control complies with IEC62065 Radar overlay Interactive Conning Information Display CID Joystick and course mode Central Alarm Management group and prioritization of alarms Speed control Fitness and vigilance alarm compliance AIS control Basic control panel for radar overlay functionality Advanced Control Panel Performance Based Navigation for fuel management electronic chart downloads corrections and ship telematics ShipSentry Shipboard Protection System Contact E Mail sales_commercial sperry marine com 20 Telko TECDIS Name of System Manufacturer amp Country Standard TECDIS Telko AS dekjzerveien 27 N 3145 Tj me Norway http www telko no nor TECDIS is compliant with IMO A 817 19 IMO MSC 64 67 Annex 5 IMO MSC 86 70 Annex 4 IEC 60945 ed 3 IEC 61174 ed 2 incl Annex G IEC 61162 ed 2 IMO A 694 17 IMO SN Cire 2 1
22. modify the start and finish waypoints and massage waypoints to account for TSS etc Ensure that you have adequate XTD for the various legs of your route to take into account the nature of the environment and expected possible deviations lateral separation from the route and collision avoidance Check Zones of Confidence ZOC or Source Data Diagrams and amend the route or highlight as necessary Set Safety Depth and Safety Contour values Conduct a system check of the route at an appropriate XTD to allow for deviations collision avoidance etc Once all alarms have been checked and verified check the route in its entirety on 1 1 scale by manually scrolling along it Add relevant additional information and manual corrections Double check Distance ETD ETA and Tidal Constraints Protect the route as necessary and save a back up If updates are installed prior to sailing or during the execution of the route ensure that the route is checked again as updates may affect it Shipping Regulations and Guidance COST COSTS INVOLVED Purchase Fitting Updating software and hardware Chart purchase and updates systems and costs eg pay per use Remember Buying an ECDIS can often be like buying a brand new car everything is an optional extra The window price often doesn t include the metallic paint and alloys HARDWARE SOFTWARE Is there an ECDIS system that best
23. not leave much time for looking out the front windows ECDIS should double the available time for collision assessment and watchkeeping Which navigator would not wish for such a scenario CONCERNS These were numerous from loss of awareness distraction from watchkeeping the variety of systems quality of training and the need for Masters to develop standing orders for ECDIS such as those that are proposed in ECDIS Procedures Guide on pages 18 21 with particular focus on the stages of the passage and alarm set points Then there is the concern of navigating blindly particularly if the ECDIS is switched to passage planning mode and set points are adjusted that differ from the stipulated or expected parameters for the vessels current voyage or not understanding the data that is presented particularly if layers are removed or hidden In addition to the many individuals we heard from who have trained and served as ships navigators and in many cases as Master we heard from a former Chief Engineer who gave a tremendous insight in to a non navigators view of the changes that are happening upstairs Along with ship inspections do many vessel audits where actually sail with the ships During those times the course of my work has led to many in depth conversations and observations of what goes on on the Bridge while the vessels are underway think for those vessels fitted with an ECDIS there is a MUCH greater reliance
24. of buttons and function keys that force the position monitoring window to display a chart or scale a vector chart with a set distance from the vessel to the edge of the chart window in the direction of travel This option is for RNCs that because of their raster format cannot be scaled without losing clarity It also prevents the vessel being plotted up to the chart border before changing to the next chart Voyage Toolbar Cra Derne 05 m New Position Track View aden Loken Goto Log monitoring omo log On Off distance verge Figure 10 156 PC Maritime voyage toolbar ia mamii Tama need SO 22 0021 6 00013 8575 E aa iem eee eet cage ie s wam a p Bess Fass smuamaseq r m m el LEE j fe w w LEE fe mama Note If you change chart or scale in the position monitoring window while look ahead is active the look ahead value is overridden to match the new chart scale Shipping Regulations and Guidance Kelvin Hughes This is another example of a menu system and options for look ahead or position offset Fa x re hy a K W ki k a 8 r w K L Fi i i i Pi w hh R F a weer cee a Fg d 5 i ma Pii AP i aaah F B k E ia din a d i h Pe Ghat Type Chait bien a Ea F FE i Ereoiticn Fe slash Wik gai Pie Hani Lit s Teas ra 8 td i H mpi I Pi HE i E F
25. of deck officers glued to the ECDIS when pilot their vessels If left unchecked complacency would quickly set in leading to these officers treating position fixing simply as numbers read off the GPS and plotted on the chart while collision avoidance manoeuvres are monitored and assessed purely from ECDIS data and nothing else ECDIS whilst a marvellous navigational aid cannot and must not be taken as an excuse by watch officers to abandon other important and fundamental good navigation and seamanship techniques Buoys beacons racons and stately lighthouses pass by without these modern day navigators even lifting their eyes to look out of the window It is sad these days to see the compass repeaters at the bridge wings often nicely wrapped up and lashed in canvas Whilst it is unavoidable that some old navigational equipment like the sextant would be rendered less important with the advent of new technology like the GPS it should not be used as a reason to abandon wholesale the good seamanship practices of the past If this trend of overreliance on technology is allowed to grow unchecked we may end up having a situation where shipowners may be tempted to suggest that the ECDIS system alone is more than sufficient to assist the Master to navigate critical waterways like the Malacca Strait without the benefit of Pilot assistance Whilst advancement in technology is always welcomed particularly in cases where the safety of navigation is
26. operation of a ships navigational bridge in their careers It offers tremendous benefits for the ship and should allow a much greater appreciation of the navigational hazards and allow officers more time for conning of the vessel from the front of the navigational bridge but this benefit is offset by the concern of over reliance on ECDIS and the loss of many navigational skills that have indoctrinated navigators to cross check each fix verify and double check by all available means and because ECDIS looks bona fide plotted digitally on screen in real time there is the concern that it will be blindly accepted by many In addition to the many articles we received we also received emails and phone calls from those who were travelling and did not have time to compile an article but had thoughts that they wanted to share These included IMPACT AND CHANGE Significant both in financial and operational terms as companies will have added costs in an already depressed market to fit ECDIS and train their staff The confidence to make that step from paper to digital may also lead to confusion as companies keep their paper charts onboard as back up that could lead to errors if the paper charts that are now back ups are not corrected Many readers will have experienced the problems of ships that have carried passage charts or have been on a specific run for months or years and not corrected their global portfolio of charts and then have to re act
27. radio communication equipment and systems Digital interfaces IEC 529 Second edition 1989 11 Degrees of protection provided by enclosures IP code AIS interface is compatible with ITU R M 1371 and IEC 61993 2 K Bridge ECDIS system is a navigation information system that displays selected information from the electronic navigational charts with positional information from navigation sensors The system is designed to assist the mariner in route planning and route monitoring and by displaying additional navigation related information ECDIS chart formats Overview of C Map CM 93 edition 2 and edition 3 System C Map ENC S 57 edition 3 S 63 including Primar and IC ENC encrypted S 57 charts DNC Digital Nautical Charts available as an option ECDIS display e 19 TFT display 1280x1024 23 TFT display 1600x1200 Radar video overlay from K Bridge ARPA radar Autopilot control Docking function provides prediction of ship movement Full route planning and validation functions Continuous monitoring of own ship in relation to route plan and waters Displays up to 100 ARPA tracked targets Displays targets and information from AIS Echo sounder monitoring and recording of chart depth information Navtex interface Kongsberg Maritime offices around the world Contact http www km kongsberg com ks web nobkj0407 nsf WebSubsidiaryWorldWide ReadForm amp count 1 Find local sales representative http www km kongsberg com ks web nobkj0407 n
28. source data diagram and review all Chart Notes ifin RCDS mode ensure that paper backup is correct Shipping Regulations and Guidance THE ECDIS MANUAL Pages 22 to 26 of this special report is based on text extracted from the The ECDIS Manual The manual is about sharing best practice and ensuring that the transition from sail to steam is efficient and safe The principles of navigation have not changed but the art of navigation has With the right training and to some degree the right ECDIS you can replace paper charts with an ECDIS in all operating conditions even when GPS is unavailable contrary to common misconception The ECDIS Manual consist of three parts Part 1 this is the main part of the manual and is 450 pages in length and the following extract is taken from pp 275 280 which is Section 10 3 5 Route Monitoring Part2 is 286 pages in length and covers the main published guidance on ECDIS from flag states and maritime safety organisations Part 3 is 82 pages in length and is the data from ENC Chart 1 which is the symbol guide for ECDIS 10 3 5 Route Monitoring I ki Apart from a proper plan in the first place the key lt 4 to navigating with an ECDIS is being able to know how it can help and how to quickly operate specific functions to extract the information desired In the same way that a paper chart is used with navigation equipment to create a masterpiece of carefully
29. such circumstances The tremendous benefit owners derive from ensuring the safety of their vessel not to mention that of the environment and of other vessels in the vicinity by engaging an experienced pilot far outweighs the slight additional costs involved c Inadequate or poor training on BRM and shipboard equipment Due to the diversity of ECDIS equipment available on the market proper training is required for safe and correct operation d Human factor The interpretation of data is critical to the safe operation of ECDIS A human operator s mental perception of the traffic and situation on ECDIS will influence his decision in manoeuvring The consequences could be serious if he were to make an incorrect judgement In that regard it is not good seamanship practice for a navigator to base all his decisions on collision avoidance solely on the information given by ECDIS He must not abandon the age old and time tested method of keeping a good lookout by visually checking the vessels and landmarks in the vicinity closely monitoring the change if any of the navigational lights of approaching vessels etc e Lack of hardware and user interface Shipowners should measure the equipment against the quality of people they have on board They should consider whether the equipment installed is too complex or sophisticated for the bridge team to handle assess whether the user manual is simple enough for the operators to understand an
30. survey on or after 1 July 2016 1 July 2013 for cargo ships other than tankers 220 000 gt but lt 50 000 gt not later than the first survey on or after 1 July 2017 1 July 2013 for cargo ships other than tankers 210 000 gt but lt 20 000 gt not later than the first survey on or after 1 July 2018 Administrations may exempt ships from implementing these requirements if they will be taken permanently out of service within two years of the specified implementation date The term ffirst survey in this context means the first annual survey the first periodical survey or the first renewal survey whichever is due first after the date specified in the relevant regulation or any other survey if the Administration deems it to be reasonable and practicable taking into account the extent of repairs and alterations being undertaken Ref MSC 282 86 BACK UP SYSTEM The Performance standards for Electronic Chart Display Information Systems ECDIS were detailed in A 817 19 The most recent amendments to that Assembly resolution are in MSC 232 82 This MSC Resolution contains a new Appendix 6 on Back Up requirements in case of ECDIS Failure It states that adequate independent back up arrangements should be provided to ensure safe navigation in case of ECDIS failure Section 3 1 4 Display Information states If the back up is an electronic device it should be capable of displaying at least the informati
31. system ATC Atomatic Tack Control GLONASS This differs from WGS 84 by only a few metres CATZOC Category of Zone of Confidence of Data ZOC PPS Primary Position Source N CD Chart Datum RAIM Receiver Autonomous Integrity Monitoring ENC Electronic Navigational Chart RCDS Raster Chart Display System ENS Electronic Navigation System RENC Regional ENC Coordinating Centre GNSS Global Navigational Satellite System RIO magar raon ay HOT Height of Tide RNC Raster Navigational Chart IRPCS International Regulations for Preventing Collisions at Sea RO Recognised Organisation Classification Society COLREGS SCAMAX Scale Maximum LAT Lowest Astronomical Tide SCAMIN Scale Minimum LDL Limiting Danger Line SENC System Electronic Navigational Chart MSL Mean Sea Level SRNC System Raster Navigational Chart Database VARs Value Added Resellers WGS 84 World Geodetic System 84 today s main global reference system designed to be used with the USA s Global Positioning System GPS WEND Worldwide Electronic Navigational Chart Database IHO STANDARDS S 52 Specifications for Chart Content and Display Aspects of ECDIS chart symbols etc S 57 IHO Transfer Standard for Digital Hydrographic Data S 61 Product Specification for Raster Navigational Charts RNC S 63 IHO Data Protection Scheme for ECDIS and encryption S 100 IHO Universal Hydrographic Data Model extends the scope of the existing S 37 x 1 2 3 j 4 5 J 56 ZOC 1 Position Ac
32. the vector charts and avoid dangers for navigation 5 We can update the ECDIS on line instead of waiting for paper copies of Notices to Mariners to arrive in some convenient port brought by the ship s agent 6 It reduces the amount of time and work spent updating paper charts 7 It reduces significantly the cost of ordering paper charts and keeping them up to date We can order ENCs only for certain areas for a certain period of time 8 We can easily adjust the ETA and estimate the distances and the speed required between points Speed limits can be included in the voyage plan 9 Wecan obtain information from ECDIS much quicker than searching in pilot books 10 We can easily optimise the routes and choose between the Rhumb Line and Great Circle 11 We can optimise our track depending on the weather reports currents wind condition and sea state received from the shore based station This allows another navigation system called NAPA POWER compatible with ECDIS to estimate the fuel consumption on that particular ship on a couple of different tracks from point A to point B The system transfers the most economical and efficient track onto the ECDIS Considering fuel efficiency and oil prices this is a huge benefit for navigation for every company believe there is a lot more to be improved in this area Shipping Regulations and Guidance SYSTEM CONCERNS The variety of systems is a major concern We h
33. uuu suu u ne ee ene eee ee ee 15 EE Important Safety Notice 16 MMMM ECDIS Procedure Guide 18 MMMM The ECDIS Manual a a a a 22 MMMM Introduction to ECDIS Articles a 27 Type Specific Training a 28 A View of ECDIS from the Author of Nav Basics 29 The Deep Sea Pilots View of ECDIS 30 ECDIS a Brief Masters View 31 The ECDIS Display Configuration 32 A Bespoke CBT Developer s View of ECDIS 34 ECDIS Challenges Unlocked by Videotel 35 Round the Horn with ECDIS 36 The I T Specialist View of ECDIS 37 Evolution of ECDIS 38 The Masters Perspective of ECDIS 40 ECDIS A Risk Manager s Perspective 42 ECDIS Maltters u u nee eee ee ee oe Cn ee 43 ECDIS on Malacca Singapore Straits
34. 1998 The equipment testing method standard Type Approval 61174 is published Transas satellite c1980 MANAV chart table with radar and light cursor system 2005 The RN adopt Offshore System International s Warship ECDIS incorporating additional military information alongside the navies of Australia Canada Denmark Portugal and New Zealand 2010 Training arrangements are agreed in the Manila Amendments to STCW 95 2010 S100 a new electronic chart language that interfaces with land based geographic information systems is being developed by the ISO 2010 Satellite overlay and dual displays become a standard feature on Navionics and other electronic charts 2012 The Manila Amendments to the STCW Convention and Code enter into force on 1 t January 2012 Any officers with navigational responsibilities require Flag State approved STCW ECDIS training certification Shipping Regulations and Guidance THE MASTERS PERSPECTIVE OF ECDIS IMPACT OF ECDIS FOR INDUSTRY A significant volume of reported navigation marine accidents has been linked to human error caused by elements of fatigue associated workloads and reduced manning levels On some ships reduced manning has demanded that bridge watchkeeping officers have to work longer hours to complete essential duties and to ensure that the safe operational status of their ship is maintained The traditional time consu
35. 7 IMO SN Circ 243 TECDIS is the first ECDIS to be approved by DNV according to the latest IMO standards TECDIS uses S 57 Ed 3 C Map ENC and C Map CM 93 Professional data All data are combined in real time to generate world wide coverage of charts TECDIS can offer the highest degree of integration between ENC charts and commercial charts Commercial charts are used to fill in seamlessly gaps in the coverage of ENC charts also with regard to zoom scales By using C Map ENC data distributed in SENC format all charts are converted ashore This cuts time for updating charts down to minutes instead of hours It also relieves the Master of tedious questions regarding the chart conversion TECDIS has numerous advanced functions like Voyage planning with main and alternative route Automatic anti grounding system with selectable safety depth AIS and ARPA interface Advanced sensor filters Storage of tracks symbols objects and log files Advanced chart alarms with various settings Advanced user interface for chart presentation Advanced conning docking pictures Automatic complete situation voyage replay Under development Overview of System Radar overlay Tracksteering with adaptive trackpilot e Tailor made Voyage Planning e Tailor made chart display setup e Anti grounding system http www telko no nor kontakt_oss Integrated presentation of AIS and ARPA Tailor made conning solution Sailing without paper charts
36. 817 19 1995 IMO Resolution MSC 64 67 Annex 5 1996 IHO S 57 and S 52 Standards IEC 61174 1998 and IMO A 817 19 Appendix A 7 1998 Consilium Selesmar ECDIS has been developed based on extensive experience of a world class innovative engineering team with several firsts in maritime electronics within radar data processing radar data extraction display presentation and electronic cartography Overview of System Single integrated display chart radar ARPA and AIS designed in accordance with IMO IEC requirements for Integrated Navigation Systems Can accept UKHO ENCs along with raster charts produced by other HOs Enables extremely precise navigation providing precise bearings at range Operates all major chart formats seamless display of ARCS ENC charts Simple low cost update and maintenance of charts via email Selection of hardware options High mean time between failure and low mean time to repair Can be run on Consilium Voyage Data Recorders S VDR and VDR http www consilium se contacts Shipping Regulations and Guidance 2 Danelec ECDIS DM 800E Name of System ECDIS DM 800E Manufacturer amp Country Danelec Marine A S Blokken 44 DK 3460 Birkeroed Denmark Standard Overview of System www danelec marine com Wheelmark Type Approval DNV and complies with the requirements enacted by the IMO regarding the installation of ECDIS on existing ships The ECDIS DM 800E makes navigation easy and signifi
37. All officers in charge of a navigational watch are to have conducted adequate generic and type specific ECDIS training the use of high quality and up to date chart data and maintenance of such data the use of all available sensors and navigation aids to support accurate safe navigation and prevent the over reliance on any one sensor Shipping Regulations and Guidance EQUIPMENT 1 3 1 The type approved ECDIS units fitted are capable of displaying the full range of official electronic charts in conjunction with fused navigation sensor information if not then the capabilities and limitations of the equipment are to be documented and fully understood Each console will also be capable of independent operation and is provided with Uninterruptible Power Supplies UPS to ensure continued operation in the event of short power failures time of UPS determined by MSC 232 82 and SOLAS Ch Il 1 1974 Two ECDIS units are fitted to each vessel SYSTEM CONFIGURATION AND MAINTENANCE 1 4 1 ECDIS is only as accurate as the information contained within it whether from sensors or installed data Therefore it is critical to the accuracy of the system that it is configured appropriately prior to sailing 1 4 2 The Navigator is to ensure that the systems are configured in accordance with these recommendations with special regard to chart priority sensor offsets ship specific data and security settings such as passwords and restric
38. Bruce Marine Assurance Superintendent INEOS Marine Assurance Service standardised does not guarantee that all relevant information is transferred and may be delivered during a busy and stressful period for the trainee Over the course of ship inspections and audits have observed that some bridge officers holding generic ECDIS certificates but with no formal type specific training could not access information from the ECDIS such as how to set up the anti grounding alarms In some cases the 2nd Mate was the only watchkeeper on board with any knowledge of the lesser used functions of the system Shipowners and managers must not hide behind the lack of guidance provided by flag states and should explore options other than the least cost least effort approach With the advent of ECDIS related groundings it is worth bearing in mind that effective training may cost money but a grounding will prove far more expensive e 66 too many ship operators are content to follow the trickle down training method relying on untrained officers training fellow officers 55 Shipping Regulations and Guidance A VIEW OF ECDIS FROM THE AUTHOR OF NAV BASICS Advances in technology are bound to bring about changes in navigational instruments fitted on today s modern ships One such change is the mandatory requirement to carry an Electronic Chart Display Information System ECDIS by July 2018 The argument to mandate ECDIS has b
39. CDIS equipments This was discussed for ARPA too and the idea is not intended to restrict innovations proposed by the manufacturers The idea is just to give access to a button that reverts the whole system to a known simplified standard mode a godsend if you find yourself alone on watch 30 minutes after a crew change at the buoy off Gibraltar on a totally unknown bridge on the assumption that the Captain knows and trusts you e 6 6 a computer lets you make more mistakes faster than any invention in human history 5 g Shipping Regulations and Guidance Shipping Regulations and Guidance EVOLUTION OF Q SH 1950s Kelvin Hughes g Photographic Projection Unit Dual Display 1997 ARCS aritime IMO REQUIRES THAT ECDIS SHALL BE FITTED ON 1967 Kelvin Hughes Cargo ships gt 20 000 gt but lt 50 000 gt constructed before 1 July 2013 not later than the first survey on or after 1 July 2017 Cargo ships gt 10 000 gt but lt 20 000 gt constructed before 1 July 2013 not later than the first survey on or after 1 July 2018 navigation and collision avoidance system c1980 Tracor High speed craft constructed on or after 1 July 2008 Bate lot High speed craft constructed before 1 July 2008 not later than 1 July 2010 Passenger ships gt 500 gt constructed on or after 1 July 2012 1985 ens d Tankers gt 3 000 gt constructed on or after 1 July 2012 on Cargo ships gt 10 000 g
40. DIS High precision and reliable systems like Galileo and E LORAN will allow further confidence in the system Operated correctly and in compliance with SOLAS requirements it is a wonderful tool to improve safety of navigation and reduce the workload of the bridge team e 6 amp the greatest benefit is the display of real time continuous dynamic position of the vessel g 5 Shipping Regulations and Guidance ECDIS ON MALACCA SINGAPORE STRAITS With the advancement of technology development of ECDIS had gone quite a long way forward ECDIS technology now allows the precise monitoring of the vessel on a passage plan and uses path prediction techniques to provide a forecast for safe navigation The impact of these technological advances may perhaps be most critical on the shipmaster and in a secondary manner on the bridge team ECDIS systems are now largely becoming the primary means of position fixing monitoring and tracking traffic movements for the vessel Due to the nature and sophistication of this modern equipment and its simplicity to operate there appears to be a developing trend of bridge team members placing almost complete reliance on the ECDIS system during navigation while ignoring the more traditional and time tested techniques of safe navigation like manual fixes parallel indexing using leading line and clearing transits By way of anecdotal evidence it is not uncommon for me to see the younger generation
41. Figure 10 158 Kelvin Hughes position offset 10 3 5 5 Split Screen Even with look ahead options a major frustration of electronic chart systems is that the amount of chart you can display at the right scale optimum or 1 1 is limited by console screen size On average the portion of chart visible to a user on an ECDIS in optimum scale is a tenth of what you can see on a paper chart Transas 1 3 i M Figure 10 159 Transas split screen vertical If there is only a single ECDIS this issue can be overcome to some extent by split screen options Open a second chart window to display the area around the vessel at smaller scale although this then halves the amount of chart seen at optimum scale Depending upon the system it may be possible to split the screen horizontally or vertically the choice of which if remaining in north up orientation will depend on the main direction of travel For example If vessel course is mainly east west split horizontally if north south split vertically Shipping Regulations and Guidance INTRODUCTION TO THE ECDIS ARTICLES During May 2012 we contacted a number of individuals across the world of shipping asking them to share their thoughts on what ECDIS means for shipping and as you will see over the coming pages the level of response gives a comprehensive body of opinion of what mariners believe is ahead of them For all it is the biggest change in the
42. GS 84 However in cases where the original charted datum is uncertain or unknown shifting charts to match correct known positions is possible manually by offsetting GNSS Conducting a Manual Datum Shift is potentially dangerous is always subject to errors of unknown magnitude and should not normally be attempted It is only to be carried out with the Captain s approval 3 15 6 If a chart with an unknown datum is encountered operator fixes should be used to fix the ship s position RECOMMENDED ECDIS DISPLAY SETTINGS FOR PILOTAGE AND CONFINED WATERS DAY AIS On All Depth Contours On ARPA On Seabed On EBL On Four Shades On VRM On Shallow Pattern On Scale Bar On Use SCAMIN On Range Rings Off Full Light Lines Off Tides and Currents On Highlight Info Off Spot Soundings On Show Correction On National Names Off Names On Show Outdated Off Cables and Pipelines On Buoys Names On i Consideration should be given to the use of official Tides and Current data where available Other Info Off FAMILIARISATION The Basics 2 1 Determine how to switch the ECDIS on and off a Establish what settings are saved in the event of a system crash and what must be restored 2 2 With regard to the ECDIS software and hardware establish the following Screen Layout Options Controls Screen Display Cursor control User Interface Menu Navigation Shortcut keys keyboard shortcuts Hardware controls and switches Quickest method of
43. IMO _MSC_Circ_1391_ Operating Anomalies Identified within ECDIS 07 Dec 2010 It is recommended that all users of ECDIS read all of these shippingregs org REF DOCS k IMO ECDIS This 37pp Consolidated Research PDF can be found by going to shippingregs org and selecting REF DOCS Shipping Regulations and Guidance IMO 1 27 ECDIS MODEL COURSE Current ECDIS training is based on the IMO Model 1 27 ECDIS course which was published in 2000 Training providers that adhere to that course are teaching an old course which if not updated to reflect developments and improved knowledge in the intervening years will not reflect the current practice of seamen There will be training providers that have never used an ECDIS at sea that deliver an academic course rather than one that adds real practical value and application It can therefore be seen that flag States ship operators inspectors auditors and seafarers should be aware that although an ECDIS course may state that it is based on the 1 27 model course it may not actually reflect realistic navigational practices employed when using ECDIS Realistically knowledge gained through trial and error does occur in shipping as it does in many other industries The inherent risks in adopting new systems and processes such as the case with ECDIS can be reduced where on the job training takes place ie at sea However if that is not available the quality of the initial ECDIS tr
44. IPS CONSTRUCTED BEFORE THE FOLLOWING DATES 1 July 2012 for passenger ships 2500 gt not later than the first survey on or after 1 July 2014 1 July 2012 for tankers 23 000 gt not later than the first survey on or after 1 July 2015 1 July 2013 for cargo ships other than tankers 250 000 gt not later than the first survey on or after 1 July 2016 1 July 2013 for cargo ships other than tankers 220 000 gt but lt 50 000 gt not later than the first survey on or after 1 July 2017 1 July 2013 for cargo ships other than tankers 210 000 gt but lt 20 000 gt not later than the first survey on or after 1 July 2018 This is going to result in substantial capital expenditure for shipping companies and requires a major decision as to which system a ship s navigation will be planned executed and monitored on Many superintendents may favour a specific system because they liked the radar and ARPA equipment that originated from that company or they know of manufacturers that produce exceptionally reliable equipment or they have been bowled over by a company s service team or conversely Know which companies to keep well away from This article should provide some assistance in profiling the market 1 Consilium Marine Consilium Selesmar ECDIS Name of System Selesmar ECDIS Manufacturer amp Country Consilium Marine US Inc http www consilium se Standard Consilium Selesmar ECDIS is fully compliant with the IMO Resolution A
45. IS Procedures Guide and The ECDIS Manual The development of the books began in early 2010 when it started to become clear to us that the phased installation of ECDIS was not only a significant event in the industry but one that had the potential to cause confusion Certainly we felt that by the key date of July 2012 the industry as a whole was not likely to be ready There were certainly going to be a lot of ECDIS sales documents around however The purpose of this brochure is to provide you with an insight into the current situation with regard to ECDIS to highlight the information you need to know to provide some thoughts from a range of people affected by the change and of course to show you how the two new volumes will help you steer through the minefield of compliance in a positive and business enhancing manner The IMO requirement for phased installation of ECDIS on board all ships beginning July 2012 has seen a rapid increase in the number of companies wishing to take a share of the future market for new and integrated NAVAID systems Pilot Magazine offered a less optimistic view of the design and manufacturing element of the navigation system ECDIS has been developed in a haphazard way over the last 15 years by technicians and manufacturers with little knowledge of the requirements of the end user lain Macneil Managing Director Witherby Publishing Group While we can understand this point of vie
46. NC data in compliance with IHO performance standards is highly technical and very much down to having the resources professional expertise and procedural support To provide a continuous source of advanced technical hydrographic data for ECDIS would require some nations to invest in additional high tech equipment and professional staff Furthermore these Hydrographic Offices themselves have expressed concern about the slow development of structures to distribute and update their ENC data A further concern is that some countries are not willing to share their ENC data with the maritime world Many countries have insufficient means to confirm the accuracy and to ensure the quality of the existing data available to them Inevitably the difficulty in providing official ENC data by Hydrographic Offices worldwide to the IHO is overall due to lack of funding and the absence of professionals for data production and authentication e 6 6 assuming that ECDIS is a vessel s primary means of position monitoring using the same device for planning another route during a watch could lead to certain disaster 5 5 Shipping Regulations and Guidance ECDIS A RISK MANAGERS PERSPECTIVE We are now seeing the mandatory introduction of ECDIS being rolled out throughout the world s merchant fleets Is the industry really prepared and has each company carried out a full appreciation of the risks involved There will be some ship operators that hav
47. Radar Conning Chart Assistant utility and SPOS weather module giving the mariner the ability to switch between applications at the touch of a button All aforementioned applications are running simultaneously as part of the Multifunction Display Integration benefits e Navigator friendly environment for One Man Bridge operation reduces workload and stress Clear and consistent man machine interface for intuitive and convenient operation Enhanced functional integration of navigational data System redundancy all functions of ECDIS Radar and Conning can be available on all Overview of MFD s onboard System Palettes synchronization in all 3 applications Order charts charts corrections and weather forecasts online via ship communication station protected by CISCO firewall Sensor redundancy and double network ensures data integrity and reliability for network configuration Intelligent and efficient alarm management Simultaneous Loaded Route monitoring in ECDIS Radar and Conning ECDIS Master Station status changeover to any MFD station Simultaneous network operation of two Radar Integrator Board RIB 2 cards is possible one for each workstation Distribution of radar pictures from all available radars within MFD network Chart correction route and user database synchronization at all workstations and applications Safe Navigation and Easy Operation Information System and Decision Support Choice and Customization New and practical options ena
48. SPECIAL REPORT J une July 2012 Witherby Seamanship International PPROACHE VEW YORK H SPECIAL REPORT ON EcpIS CONTACTS Ne WITHERBY Seamanship Witherby Seamanship International A Division of Witherby Publishing Group Ltd Head Office 4 Dunlop Square Livingston Edinburgh EH54 8SB Scotland UK Tel No 44 0 1506 463 227 Fax No 44 0 1506 468 999 Email info emailws com Web www witherbyseamanship com Editorial Design lain Macneil Ashley Burns Kat Heathcote Jenny Ashcroft Clare Hall r oe Fiona Dalziel Marketing Distribution and Sales Clare Barron Nick Manderson escal Christine Rogers lain Brown Sonia Sharma Production Linda Churcher Bell amp Bain Ltd Cover image Nautis Conning Screen and Nautis overhead panels www nautissim com in use at ECDIS Ltd Southampton UK Terms of Use This periodical Shipping Regulations amp Guidance has been prepared by Witherby Seamanship All readers of this periodical should be aware that this information has been compiled from a variety of sources which cannot be guaranteed to reflect the most up to date information on the subject concerned or to incorporate all of the industry s points of view For up to date information you should refer to the daily shipping news sources on the internet and in particular IMO at www imo org Every reasonable effort has been made to focus only on publicly availabl
49. Sharing of charts updates and routes in configurations with more than one ECDIS Display of AIS targets with vectors for heading and speed additional target data are available by click AlS server function Route planning and route monitoring Automatic route planning function Tidal prediction function Online updating of charts Online help available to support the operator at work Available as table top deckstand or blackbox version http www raytheon anschuetz com index php StoryID 116 Shipping Regulations and Guidance 15 SAM Electronics CHARTPILOT 1100 Name of System CHARTPILOT 1100 The Universal Solution Manufacturer amp Country SAM Electronics GmbH Behringstrasse 120 22763 Hamburg Germany www sam electronics de Standard All CHARTPILOT functions are in compliance with the latest ECDIS Performance Standards of the IMO and also consider the rules like DNV NAUT AW and LR IBS The system fulfills all requirements with regard to route planning track keeping and monitoring as well as anti grounding Ship sensor data ARPA AIS targets course speed position etc and sea charts can be observed simultaneously The CHARTPILOT can operate with the following vector formats official ENC IHO S57 Ed 3 1 C MAP CM ENC C MAP CM 93 2 C MAP CM 93 3 Professional and the raster format ARCS of British Admiralty The CHARTPILOT is ready to support the Admiralty Vector Chart Service AVCS which has been recently intr
50. W should know the limits of the system If he uses the ARPA in ECDIS mode that means to overlay the electronic chart on the radar picture and vice versa depending on the system setting he can get up to 30 40 of the radar picture This means he can easily miss some small targets Too much information on the radar screen overlaid with C MAP or ENC can overload and distract the OOW and he can easily miss a dangerous target Many officers do not know the difference between Electronic Navigational Charts ENCs C MAP charts electronic charts and Admiralty Raster Charts ARCs They just pick the best image on the ECDIS whether or not it is approved for navigation My personal opinion is that the majority of older Masters need more time and training to know the limits of ECDIS e 6 6 the system can also reboot by itself and this could happen in a critical situation like arrival or departure 5 B Shipping Regulations and Guidance CHOOSING ECDIS SYSTEMS ECDIS IS TO BE PHASED IN BETWEEN 2012 AND 2018 AS FOLLOWS NEW BUILD SHIPS These are the requirements to fit ECDIS on new build ships that will be engaged on international voyages based on their construction date on or after 1 July 2012 for passenger ships 2500 gt 1 July 2012 for tankers 23 000 gt 1 July 2013 for cargo ships other than tankers 210 000 gt 1 July 2014 for cargo ships other than tankers 23 000 gt but lt 10 000 gt IMPLEMENTATION DATE FOR SH
51. afety and other e Audio and visual alarms to alert users on potential groundings collisions cross track bridge activities distance range being exceeded and or the loss of sensor data http www osigeospatial com offshoresystems contact_us locations htm Enhanced Features Shipping Regulations and Guidance 13 PC Maritime Navmaster ECDIS 700 Name of System Navmaster ECDIS 700 Manufacturer amp Country PC Maritime Ltd Brunswick House Brunswick Road Plymouth PL4 ONP UK www pcmaritime co uk Standard Intel Core2Duo certified to IEC60945 and IACS E10 TFT monitor certified to IEC60945 IEC61174 and IACS E10 Performance standard MSC232 82 Type approved by DNV Navmaster ECDIS is an established Electronic Chart Display and Information System incorporating the input of many navigators into its design over more than ten years As their ECDIS is modular it gives the customer flexibility as to where and how they install it from complete integrated bridge systems to compact retro fit where the monitor is dropped into the console and the processor fitted elsewhere I Key Benefits Overview of System Excellent route planning and detailed passage plan documentation Remote Diagnostics feature for rapid and low cost support Up to date chart installation and updating processes Option for radar video overlay Modular design for easy installation in new builds and existing vessels from VLCCs to workboats ECDIS training
52. ailability of world charts Standard windows man machine interface Overview of Integration of Software Hardware and mechanical knowledge System Full optional ECDIS including table top unit RUGB 70 26 unit with basic and optional interfaces UPS installation kit user manual Options pedestal for console mounting interface unit for military or special applications Fully type approved by DNV according to IEC 61174 Route planning Route monitoring Logbook with playback facility Manual update of charts ARPA and AIS target display and information North up Head up and Course up modes Relative and True motion display Additional Features Five colour palettes are provided to satisfy every bridge lighting condition Information on demand about targets chart objects mariner s objects Mariner s objects insertion and definition Echosounder information Tides information Estimated position by triangulation with two or more points Prediction of future ownship position Estimated time to reach a waypoint Distance abeam Polygonal and sector danger zones Disanchorage and bearing point alarms Information on demand about targets chart objects mariner s objects etc Mariner s objects insertion and definition Echosounder information Tides information Estimated position by triangulation with two or more points Prediction of future ownship position Estimated time to reach a waypoint Distance abeam Polygonal and sector danger zones Disanch
53. aining provided is even more significant in helping to foster safe onboard digital navigation procedures Note It is expected that a revision of this IMO Model ECDIS course will be issued in the near future It will incorporate the training criteria stipulated within the Amendments to STCW from the Manila conference that was held in June 2010 IMO STCW MANILA AMENDMENT ECDIS RELEVANCE The revised edition of STCW that incorporates the amendments from the STCW Manila conference are scheduled to be published in June 2011 and will become effective from 1st January 2012 Interpretation of these changes indicate that ECDIS training requirements will coincide with the SOLAS implementation of ECDIS onboard ships The following interpretation of ECDIS training requirements are based on a draft of the Manila Amendments Expected STCW ECDIS training requirement as of 01 January 2012 The amendment includes ECDIS as a required competence and stipulates a training requirement both at operator and managerial level for deck officers serving in all vessels fitted with ECDIS The following three tables within the amendment clearly state the competence and training required TABLE A II 1 Specification of minimum standard of competence for officers in charge of a navigational watch on ships of 500 gross tonnage or more Function Navigation at the operational level Column 1 Competence Use of ECDIS to maintain the safety of navigation Not
54. amp Country GEM Elettronica via A Vespucci 9 PO Box 280 63039 San Benedetto del Tronto AP Italy www gemrad com Standard Approved by DNV having been tested according to the latest specifications of IMO IHO and IEC Safe Navigation Precision and Speed in mathematic calculations Wide availability of world charts Standard windows man machine interface Integration of Software Hardware and mechanical knowledge Basic configuration including monitor keyboard computer unit with basic Overview of interfaces installation kit user manual LEM Options mechanical enclosure for floor mounting serial multiplexer monitor enclosure for table top mounting keyboard enclosure for table top mounting UPS Fully type approved by DNV according to IEC 61174 Route planning Route monitoring Logbook with playback facility Manual update of charts ARPA and AIS target display and information North up Head up and Course up modes Relative and True motion display Additional Features e Five colour palettes are provided to satisfy every bridge lighting condition 5 GEM Elettronica ECDIS ECD 700 Name of System ECDIS ECD 700 Desktop Version Manufacturer amp Country GEM Elettronica via A Vespucci 9 PO Box 280 63039 San Benedetto del Tronto AP Italy www gemrad com Standard Approved by DNV having been tested according to the latest specifications of IMO IHO and IEC Safe Navigation Precision and Speed in mathematic calculations Wide av
55. aragraph Each Party shall ensure that instructors Supervisors and assessors are appropriately qualified for the particular types and levels of training or assessment of competence of seafarers either on board or ashore as required under the Convention in accordance with the provisions of this section actually entail within the Manila Amendments for the purposes of becoming an ECDIS trainer How will this be appropriately managed Shipping Regulations and Guidance CONCLUSION The list of training issues are extensive and this article doesn t touch on equipment or data shortfalls However believe that it is important to bear in mind that although the term ECDIS was created in 1985 the first performance standards were issued in 1995 and that ECDS was accepted in SOLAS as a replacement for paper charts in 2002 Therefore the Maritime world is still very much at the beginning of its shift into the digital age It is a basic fact that it is the responsibility of a single person to ensure that they know what they re doing and that person is the OOW as ECDIS operator To put many of the training issues in context in March 2011 was aware of 32 manufacturers that understand sell an ECDIS These include Adveto Consilium Dalian LandSea Danelec Marine DMU China e MLX Furuno GEM Headway Marine Technology Imtech JRC Kelvin Hughes Kongsberg Maritime L 3 Navigation Maris Navico Navmarine Northrop Grumman Sperry Mari
56. arge for replacements Will future sensor integration be expensive How reliable available is support and at what cost Can it actually navigate to your standard How often will the software change requiring more type specific training Can it show all data forms including pay as you go charting Will an unreliable system cause delay in charter How much extra manpower time will be required to manage a complex and unreliable system Are additional sensor integrations free or optional extras Will the manufacturer remain in business with suitable support post purchase Will your ECDIS work just as well without GPS as it does with it Bottom Line There were 33 manufacturers in 2009 and 26 in 2012 The systems all vary some considerably in both functionality and price You don t necessarily get what you pay for Often the cheapest ECDIS on face value will cost you more from other budgets further down the line Before you buy put the kettle on and seek independent advice Shipping Regulations and Guidance AMENDMENTS TO COMPANY ISM AND SHIP SMS The key to success is not just buying the right ECDIS It must be supported by the right training and safe implemention into the vessel s procedures As a historical comparison the introduction of ECDIS could be said to be as significant as putting steam powered engines and propellers on sailing ships The comfor
57. ated cursor projects the position onto the chart The navigator can trace shapes from the chart and superimpose these onto the radar c1988 RS500 1983 The ViewNav navigator Master Mariner System is developed generating electronic charts by tracing chart contours on a digitising table The ship s position is fixed by combining differential Loran C and radar readings on a PC 1984 Navionics GEONAV project is created using Loran C to display a ship s position on an electronic vector chart 1986 Racal Marine produce a prototype Integrated Bridge Electronics System IBES that allows control and operation of all marine functions from the bridge 1992 Racal introduce an electronic vector chart that can comprise part of its MIRANS 3000 and MIRANS 4000 integrated bridge systems 1993 The prototype Admiralty Raster Chart Service ARCS is launched 1996 ARCS becomes commercially available 1983 The IHO create 1992 The Worldwide a sub committee to Electronic Navigational deal with future chart Database Committee design WEND is established 1984 The IHO create 1995 The ECDIS a Committee on the performance standard Exchange of Digital for electronic charts Data is approved for vector 1986 The IHO charts Resolution Committee on ECDIS A 817 19 is established 1996 The final data exchange standard S 57 version 3 0 is released
58. ators to use the system in a safe and effective manner are probably the outstanding pitfall TUITION METHODS Training mariners to use digital systems by the antiquated method of one tutor to ten or twelve students will clearly not be effective Neither can industry assume that everybody is computer literate to a degree that everybody knows everything about system electronics The majority of young persons but not all have a push button upbringing What they don t have is the experience of the seasoned master to avoid collision MOVING FORWARD WITH ECDIS ECDIS means growth it can be labour saving and certainly cost effective by eliminating dated chart correction practice and the need to purchase new or additional charts However we must manage the experience of today s Masters alongside the parallel of the modern hot shot junior officer David J House Master Mariner Author Navigation for Masters Seamanship Techniques ECDIS Long term these digitised youngsters are moving forward through the industry to become the informed Masters of tomorrow So any problems of current Masters being unfamiliar with ECDIS today will permeate through the system The immediate problem is now and the next twenty years until uniform competence is achieved across all ranks DANGERS AS SEEN OR NOT Overreliance on digital gadgetry and forgetting the essential lookout content of Rule 5 of the Regulations fo
59. ave different ships from different companies with very different brands and types of equipment This can make the life of the bridge team very difficult All of us know the handover is usually short particularly on cargo vessels sometimes just 15 minutes on the gangway It takes time to familiarise yourself and if more than one deck officer on the bridge is in the same situation the Master should be concerned about the safety of his vessel This is commercial pressure and unfortunately exists everywhere believe improvements are required regarding back up Knowing which equipment is attached to the emergency diesel generator is a big mystery on many ships have been on What is on paper may be completely different in reality This should be a standard check for every ship Everyone who has worked with ECDIS knows what happens when there is a corrupted file when updating electronic charts The system gets confused and it is difficult to understand and detect exactly what is wrong Considering this is a fully integrated bridge system we can have very limited time before departure to fix the problem The system can also reboot by itself and this could happen in a critical situation like arrival or departure You could be stuck without any notification warning message or alarm ECDIS should be rebooted on regular basis usually once a week and only in port ECDIS can also be affected by viruses During coastal navigation experienced a s
60. aves the same way as my present laptop it is subject to freezing and crashing always at the wrong time Not a good idea when taking your ship without a pilot through the Bosphorus at night In other words support the electronic chart system but recognise it is early days and that officers must have time to familiarise themselves with it and not feel forced to use something that they still have reservations about The chart table will still be required a little while longer e 6 6 as in the early days of radar it will be misused and through that misuse accidents will occur s s Shipping Regulations and Guidance ECDIS DISPLAY CONFIGURATION For all its potential ECDIS is only computer software running on a marinised PC As a result it suffers from all the faults and errors of any computer The greatest single danger from ECDIS is to assume that it has been correctly configured with regard to the Route Safety Depth Safety Contour Alarms and Displayed Data A ship can ground just as easily as a consequence of improper configuration as it could from sloppy chartwork on a paper chart Where the ECDIS in use supports it display configurations should be saved so that the system can be set up quickly when transiting between different environments such as Confined Waters Anchoring Coastal Navigation and Open Ocean This will save time when setting up the system RECOMMENDED CONFIGURATION FOR PILOTAGE AND CONFINED WATERS nome
61. ble system customization including multiple operation modes with charts in up to 7 different formats Sensor Integration Connects all available onboard navigation data sensors and systems such as two positioning systems gyro log two ARPAs AIS echo sounder autopilot navtex and more Planning and Forecasting Includes powerful tools for passage planning weather routing and calculation and environmental tide and current databases Weather forecasts with the optional SPOS weather and route planning tool are integrated with NS 4000 e Savings Direct effects on fuel consumption voyage times and work time Quote More than 10 000 vessels worldwide are equipped with Transas ECDIS Transas confidently retains 30 of the world market in this field http www transas com dealers Contact Distributed by Thomas Gunn Navigation Services UK Unit 1 Miller Street Aberdeen AB11 5AN Scotland UK Tel 44 0 1224595045 Email info thomasgunn com 24 Tresco Engineering Navigis ECDIS Name of System Navigis ECDIS Manufacturer amp Country Tresco Engineering Kribbestraat 24 B 2000 Antwerpen Belgium http www tresco be Standard The system complies with all international standards and has been wheelmark type approved by the German Federal Maritime amp Hydrographic Agency BSH IEC 945 approved hardware Navigis ECDIS is a complete maritime chart system for SOLAS vessels The Navigis ECDIS system is built around the Tresco E
62. cantly improves safety at sea The system offers precise information about the position of the ship and includes intuitive route planning functions ensuring optimal navigation routes which in turn leads to reduced fuel consumption Furthermore the sea charts can easily be updated via the C MAP Update Service which minimises time consuming and costly efforts that are associated with the necessary and mandatory updating of sea charts ECDIS DM 800E has been developed specifically for retrofit installations and has apart from the well known advantages of ECDIS a number of other advantages and services Easy simple and cost effective installation Service friendly Precise real time positioning and route monitoring Advanced route planning function Radar overlay Integrated weather forecast information Alarm functions Chart corrections Fuel saving Intuitive menu structure for easy operation with built in user manual and on line help Weather data Recording and playback of voyage data recording Contact Email sales danelec marine com 3 FURUNO ECDIS SYSTEM FEA 2107 FEA 2807 Name of System FURUNO ECDIS SYSTEM FEA 2107 FEA 2807 Manufacturer amp Country FURUNO ELECTRIC CO LTD Headquarters Nishinomiya City Hyogo 662 8580 Japan bases in over 40 countries around the world IMO MSC 232 82 IEC 61174 ed3 Standard Overview of System Contact Display Unit FEA 2107 MU 201CE 20 1 color LCD SXGA 1280 x 1024 pix
63. ch for the raw power of the latest processors However the user interface is another matter Compared to the size of paper charts ECDIS screens are very small The performance standards state that the effective size of the chart presentation for route monitoring should be at least 270mm by 270mm Common paper charts are 980mm x 640mm so a basic ECDIS system has no more than 12 of the surface of a paper chart Relying on look ahead position offset or split screen functions to cram more information on a tiny display is just not good enough In my experience installing dual screens for all PC users in an office is by far the easiest option to boost their productivity at a low cost so shipowners should buy the biggest screens they can afford and make sure there is room on the bridge to fit the bigger display devices that should become the norm in the future Johan Machtelinckx I T Director Witherby Publishing Group The performance of an IT system depends on the quality of the data in our case the charts data and the sensors data have great admiration for the work of the various Hydrographic Offices but when adapting tried and tested existing procedures to a new system errors should be expected Digitising data also has a perverse effect data from an old black and white chart based on a 150 year old survey that would have immediately convinced the officer of the watch to be particularly cautious will appear with mod
64. com en Store locator Distributors Shipping Regulations and Guidance 19 Sperry Marine VISIONMASTER FT ECDIS Name of System VISIONMASTER FT ECDIS Manufacturer amp Country Sperry Marine headquarters in USA Charlottesville VA United Kingdom New Malden England Standard Overview of System Germany Hamburg www sperrymarine northropgrumman com IMO compliant type approved IEC 61174tdz The VisionMaster FT ECDIS provides a complete IMO compliant type approved Electronic Chart Display and Information System It also meets the requirements for navigating without paper charts when installed with a backup ECDIS The system s Universal Chart Manager is designed to work with a broad range of authorized vector and raster charts including S57 C Map ARCS and PRIMAR Charts may be uploaded directly through a DVD reader or uploaded via the optional Performance Based Navigation VisionMaster FT GateWay The VisionMaster FT ECDIS features disappearing menu bars and menus when not in use to optimize full screen viewing of the chart display The split screen function one of five display modes permits two independent charts to be displayed simultaneously or for displaying the same navigational picture at different chart scales Multiple voyage plans can be created quickly and edited easily at any time during the voyage without interrupting the navigation process The ECDIS automatically correlates targets with radar and AIS to
65. constructed pencil lines and figures to determine the estimated position of a vessel the ECDIS should be able to be manipulated and controlled for the same user purpose to ensure positional reliability and navigational safety There are two main aspects of ECDIS route monitoring Safety chart settings position monitoring 10 3 5 1 Safety Chart Settings Safety depth safety contour feature sets standard customised pilotage coastal sensor integrated overlays as required radar AlS user created overlays danger lines clearing bearings notes text areas nav plan info additional data format overlays dependent upon operation number of ECDIS screens available and the effect on display of core navigational information images maps optimum scale 10 3 5 2 Position Monitoring Screen setup look ahead or position offset full split or standard screen show or hide information panels and toolbars multiple ECDIS options data format command operator overview orientation true relative motion primary secondary position sources PPS SPS GNSS e Loran radar overlay manual fixes DR EP 10 3 5 3 Main Screen Select the most appropriate display and orientation for situational awareness As a standard the position monitoring screen will be the main operating display but there will always be a need to look away or search to obtain information that is not within th
66. curacy Depth Accuracy Seafloor Coverage Typical Survey Characteristics CATZOC Symbol 0 50 1 d Full area search undertaken Controlled systematic survey Depth m Accuracy m Significant seafloor features high position and depth accuracy detected and depths measured achieved using DGPS or a 10 0 6 a minimum three high quality 30 0 8 u 100 15 lines of position LOP and a 10 5 multibeam channel or mechanical Daa sweep system 1 00 2 d Full area search undertaken Controlled systematic survey Depth m Accuracy m Significant seafloor features achieving position and depth os 3E gt C detected and depths measured accuracy less than ZOC A1 gt lt gt lt and using a modern survey echosounder and a sonar or mechanical sweep system 1 00 2 d Full area search not achieved Controlled systematic survey i Depth m Accuracy m uncharted features hazardous achieving similar depth but 10 to surface navigation are not lesser position accuracies than expected but may exist ZOC A2 using a modern survey echosounder but no sonar or 4000 mechanical sweep system 2 00 5 d Full area search not achieved Low accuracy survey or data Depth m Accuracy m depth anomalies may be collected on an opportunity basis gt lt gt lt 10 expected such as soundings on passage Worse Than Worse Than Full area search not achieved Poor quality data or data that ZOC C large depth anomalies may be cannot be quality
67. d identify whether additional training is required to operate the equipment f Unreliable defective shipboard equipment Prime sensors are usually AIS linked and faulty data could contribute to ECDIS assisted incidents Incorrect settings may have been unknowingly input into the system by untrained personnel g Inability to effectively communicate with traffic and or VTS stations eg inadequate command of a common language Shipping Regulations and Guidance h Uncertain contingency plan for emergency Due to unfamiliarity with the route and lack of local knowledge the bridge team may not be able to draw up an effective contingency plan for the passage Although technology has always provided the marine industry with various new equipment to improve the safety and quality of navigation including but not limited to the precise positioning capabilities of vessels and the ability to monitor surrounding traffic with greater efficiency wholesale abandonment of pilotage systems should not be advocated Both ie pilotage services and the latest navigational aids on board would have to complement rather than replace the other Given the current state of the industry and the foreseeable technological advances in the near future there will always be a need for pilotage services in certain waterways around the world That said there is no doubt that ECDIS is an extremely valuable tool in the hands of a navigator or pilot For one
68. e Training and assessment in the use of ECDIS is not required for those who serve exclusively on ships not fitted with ECDIS These limitations shall be reflected in the endorsements issued to the seafarer concerned TABLE A II 2 Specification of minimum standard of competence for masters and chief mates on ships of 500 gross tonnage or more Function Navigation at the management level Column 1 Competence Maintain the safety of Navigation through the use of ECDIS and Associated navigation systems to assist command decision making Note Training and assessment in the use of ECDIS is not required for those who serve exclusively on ships not fitted with ECDIS These limitations shall be reflected in the endorsements issued to the seafarer concerned Shipping Regulations and Guidance i ka nd 2 ib k Specification of minimum standard of competence for officers in charge of a navigational watch and for Masters on ships of less than 500 gross tonnage engaged on near coastal voyages Function Navigation at the operational level Column 1 Competence Plan and conduct a coastal passage and determine position Note Training and assessment in the use of ECDIS is not required for those who serve exclusively on ships not fitted with ECDIS These limitations shall be reflected in the endorsements issued to the seafarer concerned Both Part A of STCW from where these three tables are extracted and Part B which covers tra
69. e information and Witherby Seamanship cannot accept any responsibility for information that is out of date incomplete biased or otherwise inaccurate misleading or offensive Mention of a reference item of information publication product or service in this document should not be viewed as constituting a validation or endorsement by Witherby Seamanship as to its quality content or value Readers who have questions regarding the interpretation and or implementation of IMO instruments or national regulations should direct these to their National Maritime Administration or their representing Classification Society NEXT ISSUE AUGUST 2012 C ONTENTS EE ECDIS INtroduction occ ccccceccssssssssessesseeeeseeeeeceeeeeeeeeeeeeeeseeseeanaaaaas 1 EE ECDIS Useful Info scciicsvciicricitoaracioascuiossiasensaiwrarodenssnaaaavianndinnentibertennen 2 WEN DIOS uuu m Sum asis lotus 3sashass patel ie aa aea 3 EE STCW 2011 What are the Changes 4 BE The Training Challenge for ECDIS 6 EE Implementation cece cccccece cesses eeceeeeeceeaseeeeeeeeeeeseeeseeeeeeeeeeeaaeees 12 WEN TI aiing uuuuu uuu nner we oot nM eer nee ee re Or eee 13 MMMM Available Systems a 13 EE Amendments a a 14 MES Sie eee uu
70. e screen area that contains the ship s own position Every ECDIS should be capable of doing this swiftly and be able to return to the ship s position within one click at any time Possible reasons for needing to look away are many but as an example Identify fixing points nav marks references etc cross check position by selecting fixing points cross check position by radar overlay on land or fixed conspicuous objects interrogate objects that are expected or can be seen visually planning check nav plan route Shipping Regulations and Guidance System Examples to view the approaches or harbour charts for your destination Transas Navi Sailor is a multi window application to flexibly organise t0 Pie ne THES or CNAMPOINIS chart views to suit the tasks in hand While you are carrying out any of the above you can still view the position monitoring window You can choose how chart windows are displayed from the control panel They can be cascaded tiled or individually sized For example you can open new chart windows for the following To look ahead by displaying the vessel position on a smaller scale chart than the position monitoring chart ARPA BIG r ANET MASTER OSL ra Tike W Hk La Pa Figure 10 153 OSL normal nav screen Shipping Regulations and Guidance 1 30 EEEE k Figure 10 154 OSL detailed nav screen
71. e Navigator to work on their planning during their watch on the bridge This is completely wrong and must be avoided for we all know that Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision With all the applications and device software available on these advanced electronic navigation systems there is a huge temptation to use and delve into its capabilities An ECDIS system is not only for monitoring the position of the ship but is capable of being utilised for planning of future routes at the same time It is however well known that on certain vessels there is a class requirement to provide an ECDIS route planning device in addition to the principal ECDIS required by SOLAS As a former navigator of a world famous cruise liner where the primary passage planning was conducted on admiralty charts wonder whether would have ever considered planning the next passage on a chart that was already being used Well the answer to that is NO Generating to fellow officers a totally misleading ambiguous and confusing chart representation could have escalated to a possible disaster Planning a passage may require the setting of Safety Depth or Safety Contour values that are not the same as those set to the active route being used Changing t
72. e carried out extensive preparation risk analysis and training and have fitted the equipment on board some that are along the road of implementation and others probably in the majority that have not yet started the process There is no doubt in my mind that the implementation of ECDIS is the most significant change in navigation practice ever to have taken place since the introduction of radar We have all seen new electronic aids to navigation being introduced over the years assisting the navigating officer and making the passage of ships at least in theory safer but the majority of that equipment has been relatively straightforward to use and has required a minimal amount of training and familiarisation to operate successfully The fitting and use of ECDIS requires a lot more thought and planning and a strategy is needed that takes into consideration the associated risks and not just the benefits There are of course many benefits and equipment suppliers will wax lyrical about the cost savings the ease of corrections hence freeing up time on board improved visual awareness more efficient passage planning enhanced safety of navigation etc etc But what about the potential problems Firstly there is the variety of types of ECDIS units available and being supplied to ships An officer may have been trained and or sailed with a specific manufacturer s model only to find himself with another type on his next tour of duty While the
73. e in 1945 1947 Omega a worldwide hyperbolic navigation system is created 1914 Safety of Life at Sea SOLAS Convention created 1919 Great Britain and France convene an international conference of hydrographers 1921 International Hydrographic Bureau established 1950s Kelvin Hughes develop a projection system where a radar PPI is photographed the film rapidly processed and the image projected onto a screen 1952 Loran Long Range Navigation terrestrial radio navigation system is commercialised 1958 Loran C becomes operational 1958 Transit Navsat Navigational Satellites System NNSS based on Doppler shift developed in the USA 1963 Navstar Global Positioning System GPS created by the space division of the US Air Force Simple electronic Transas satellite Navigator charts are integrated g AN with a radar display ee They incorporated avigator MK 30 a Kalman filter algorithm a standard still in use 1976 The RN develop the CANE computer aided navigation equipment system 1977 Omega establish a fully functioning worldwide hyperbolic navigation system 1978 Racal Decca trial the Manoeuvring and Navigation System MANAV using ARPA and CANE technology MANAV uses an automatic chart table with a computer and a radar display Standard navigation charts are clamped to the table and a computer driven illumin
74. ecific ECDIS training which to date includes Chartworld Imtech JRC Northrop Grumman Sperry Marine Raytheon Anschutz SAM Electronics and Transas with more manufacturers to follow is achieved online As time is fast running out there is understandably a real concern among shipowners and managers about the realities of ECDIS compliance As a training provider looking for the most practical solutions to current maritime problems Videotel is confident that this joint approach will provide great assurances for those looking for the most cost effective and relevant crew training to progress and manage the very real challenges that implementation of ECDIS will bring to the industry e 6 there is understandably a real concern among ship owners and managers about the realities of ECDIS compliance 8 5 Shipping Regulations and Guidance ROUND THE HORN WITH The greatest change to affect the maritime industry is without doubt the evolution of the full blown ECDIS system It has the potential to pull the shipping industry into the next century provided that the shortcomings of operational personnel are not permitted to infringe its development The awareness for standardised equipment has already been realised alongside the need to formalise training How this is to be successfully achieved is still questionable The training of personnel is clearly seen as a major objective However variables in training to enable our navig
75. een to improve safety through enhanced situational awareness However does it really improve safety That question remains to be fully answered In simplistic terms yes it does BUT only if operators are fully aware of its capabilities and limitations and utilise it appropriately In contrast to paper charts combined with traditional printed publications where one source of information is accessed at any one time ECDIS is a multifaceted Computer Based Information System consisting of several instrumental and user inputs with outputs usually provided on one display Whilst the integrity of hardware and associated electronic inputs can be ensured through various checks and performance standards the integrity of human inputs will always lead to as you sow so shall you reap This issue is further complicated by variations in operator competencies to construe displayed information leading to problems collectively referred to as human factor As per STCW s explicit training requirement ECDIS operators must possess a thorough knowledge of and ability to use navigational charts and publications and in addition must complete both generic and ship specific equipment ECDIS training However accidents such as the groundings of the Principal Lecturer Maritime amp Offshore Safety Warsash Maritime Academy CFL Performer 12 May 2008 and CSL Thames 9 August 2011 show that the issues relevant to human error
76. els FEA 2807 MU 231CE 23 1 color LCD UXGA 1600 x 1200 pixels Operating System Windows XP Useable Charts IHO S 57 v 3 vector chart ARCS raster chart C MAP CM93 ed3 C MAP CM ENC Presentation Modes True Relative Motion North up True Relative Motion Course up Relative Motion Route up Display of data Own ship Position SOG COG Heading Route Planned route Monitoring route ARPA targets Range Bearing Speed Course CPA and TCPA Others EBL VRM Parallel index line Cursor position Navigation and pilot data notebook 10 Route Waypoint Route more than 100 routes Waypoints 200 waypoints route Voyage Calculation The following data can be calculated Range Bearing to destination TTG ETA Fuel consumption Route Navigation Monitoring Off track Waypoint Arrival Grounding Depth Alarms Off track Channel limit Waypoint approach Depth Other Functions Night day presentation colors ARPA target display Radar overlay User chart function Position optimization MOB Log book Pilot data function Track control system TCS Radar Navigation Data Overlay Wide Network Interface Option Delivers Flexible System Construction Track Control System Comprehensive Route Planning Stress free Operation through Ergonomically designed Control Unit deepsea furuno co jp FEA 2807 Shipping Regulations and Guidance 4 GEM Elettronica ECDIS ECD 600 Name of System ECDIS ECD 600 Box Unit Version Manufacturer
77. er ice tide etc link them all together within integrated bridge systems power management systems autopilot or even automatic track control and then consider the effect of all of this on an inadequate bridge team ECDIS NAVIGATION IS NOT A CHANGE IN NAVIGATIONAL PRINCIPLES IT S A CHANGE IN NAVIGATIONAL SKILLe BIOGRAPHY Peter Thornton is a Master Mariner and Yachtmaster Employed by the Royal Fleet Auxiliary RFA in 1995 he has enjoyed a high profile and successful start to his seafaring career He was the first RFA officer to become the Flag Lieutenant to the First Sea Lord finished top of one of the most intensive courses in the Royal Navy RN The Specialist Navigator s Course and was the first RFA navigator to attain digital accreditation He went on to navigate ships paperless before taking on the prestigious sea training post as RFA Staff Navigator to Flag Officer Sea Training in which he was involved with training assessing and developing traditional and digital navigation procedures within the RFA RN and visiting foreign navies Having been fortunate to sail in ships and yachts in four out of the five oceans the Arctic is the only one that eludes him so far In March 2010 he left the RFA to become one of three directors developing ECDIS Ltd an organisation that delivers international flag State digital navigation training and consultancy PETER THORNTON Master Mariner and Yachtmaster Peter s main commitme
78. ern ENC ECDIS symbols exactly like data from a survey last year Of course the CATZOC CATegory of Zone Of Confidence of data information is available but have seen many cases of perfectly knowledgeable users trusting incorrect reports produced by computers because the machine never makes mistakes which is true if the data fed to the machine is correct Sensors provide the ECDIS with continuous position fixing heading and speed information However because GPS is affected by sunspot activity and jamming and the receiver s can just fail users should know what happens if the system loses GPS input How many officers are happily using GPS as speed input for ARPA calculations without consciously realising that log water speed and not ground speed is necessary to determine the correct aspect of other vessels If the GPS signal is lost and the ECDIS continues to show a reassuring dot where the ship Dead Reckoning position is calculated this could be a recipe for disaster if it goes unnoticed despite the alarm Again this is a trust problem If the machine always shows the ship s position correctly why should you suddenly doubt the machine output Finally in a world where most users do not even consider opening a manual to learn how to work with a program because all Windows software and all iPhone iPad apps have a similar interface to interact with users could we at least provide a common standard basic mode across all E
79. erview of System Bridge Monitoring capabilities include data layout ambient condition adjustment display customization 3D safety zone data query electronic deck log and AIS and ARPA Display Navigation planning includes planned intended movement review and sign off layout route plan turns scan for hazards and add visual support AIS includes ECPINS display of both static and voyage AIS data AIS targets display scaled dimensions minimum keyboard display MKD allows for complete AIS setup and control from ECPINS console Multi sensor integration and data from NMEA 018 compatible DGPS gyro speedlog depth sounder ARPA anemometer and AIS sensors Integrates with GPS differential beacon frequency control Extended NMEA GPS data support satellite data statistics etc Intuitive Chart Display Advanced Voyage and Route Planning Powerful playback functionality Multiple charts on screen integrate into a single mosaic display with no borders or AIS and ARPA Image Overlay Capability seams creating an unspoiled complete chart Precise Situational Awareness Supports all vector and raster chart formats multi fuel Multiple color selections for effective day and night use e View key ship information quickly and conveniently on Easy to view with automatic chart decluttering based on display scale the screen display e Allows quick reference check from the screen allowing B the user to remain focused on vessel s
80. fficial chart data is to include Electronic Navigational Charts ENC and may also include Raster Navigational Charts RNC and official paper charts If utilising RNCs for navigation then ECDIS is in Raster Chart Display System mode RCDS and an appropriate portfolio of paper charts is to be carried in line with IMO Circular 207 Differences between RCDS and ECDIS or as required by the individual Flag State 1 5 2 Where possible an ENC is to be used However when operating in areas without ENC coverage or when a suitable scale ENC is not available RNCs or paper charts are to be used The hierarchy for selection of electronic charts within ECDIS should be such as to use the best scale of corrected chart available and thereafter as follows ENC RNC corrected paper backup available paper charts It should be noted that the best scale chart available in ECDIS may be an RNC if such data is installed and therefore the operator is to be fully aware of the requirements and limitations of RCDS mode 1 5 3 The requirement for an appropriate portfolio of up to date paper charts is stated in IMO Circular 207 Differences between RCDS and ECDIS However the IMO does not define the word appropriate and as such does not specify the size or content of the portfolio Instead this is the responsibility of the Flag State The Navigator is to be fully aware of the requirements of Flag with particular reference to ordering ho
81. following parameters appropriately Headline COG Vector HDG Vector Ship by Contour or Symbol Align by HDG Course Leg Speed On XTD On Arrival Circle Off Radius On WPT Names On CHART SETUP Check Ensure that the Chart is configured correctly Action Check that the following parameters are configured Chart Motion Relative or True configure Look Ahead if in True Chart Orientation North Up Head Up or Course Up Chart Autoload On Chart Autoscale On Chart Priority ENC Action Check that ECDIS is correct by inputting a manual fix in the system Select the best available sensor as the Primary Position Source Select the best available Secondary Position Source Check Heading reading with ECDIS readout Check Log reading with ECDIS readout Set SOG or STW as speed source Confirm that Radar Information Overlay RIO is available and prove ECDIS correct LAYERS SETUP Check Ensure that the chart is configured correctly Action Check that the display of layers is configured appropriately Display Category Standard or Custom or equivalent Consider displaying the following layers Spot Soundings Isolated Dangers Names Cables Pipelines Buoys Names Other Info All Depth Contours Seabed Scale Bar Navtex SELECT SYSTEM UNITS Check Ensure that System Units are co
82. forgetting about the paper chart is becoming increasingly apparent with a rise in reported incidents on the websites of MAIB NTSB ASTB and TSBC IMO ECDIS TRAINING GUIDANCE The development of a complex navigational system such as ECDIS which replaces hundreds of years using paper charts necessitates a system that is robust yet intricate and standardised but task dependent A system the performance standards of which has taken decades to refine and a system that will require to be implemented across the world merchant fleet in a comparatively short period of time With any new technology skill or system there is a thirst for knowledge in the marketplace and a deficiency in the available number of practitioners who can provide it Typically good practice takes time to develop and document to a standard where it can be used by others However in the case of ECDIS use and training there are a number of Circulars that have been issued by IMO IMO information papers on ECDIS IMO_SN Circ_207_ Difference between RCDS and ECDIS 07 Jan 1999 IMO_SN_Circ_213_Datums 31 May 2000 IMO_SN_Circ_010_ Guidance on ECDIS Training using Simulators 11 Jun 2001 IMO_SN Circ_255 Additional Datum Guidance 24 Jul 2006 IMO_SN Circ_266 Rev 1_Maintenance of ECDIS 22 Oct 2007 IMO_SN Circ_276_ Transition from Paper to ECDIS 10 Dec 2008 IMO MSC _Circ_1389 Procedures for Updating Shipborne Navigation 07 Dec 2010
83. g the zone of confidence How are you checking the Source Data Diagrams on ENCs How accurate is the general datum correction applied by the ECDIS Are there large variations in the vicinity Can you use a GNSS to navigate on charts without a known datum Are you trained in how to do it safely Does your ECDIS have an automatic Data Transformation tool Does your system receive Loran C and does it convert this position to WGS84 How and when do you check the GPS position How do you monitor NAVWARNINGs Is a user file up to date and displayed at all times Are you able to view a T P notice on both raster and vector charts Have you got a software maintenance system in place to remain IMO compliant with the latest standards Is the term presentation independent of data really understood If not you are buying into danger Shipping Regulations and Guidance TRAINING Flags vary in the standard of certification required Consideration should be given to onboard training courses such as the ECDIS Ltd 40 hour 1 27 mobile training option if accepted by Flag to save on travel accommodation costs and separation of crew Costs vary between companies from 500 to 3500 per head for a 1 27 course Often CBT is more expensive than experienced human training on board Most flags don t accept CBT as legal certification but it can be very valuable in continuation or refresher training Contrary to
84. heir JRC equipment support organisation to arrange suitable remedial action Source IHO Circular Letter CL33 2012 issued 14th March 2012 Reproduced with permission by The International Hydrographic Organization Display on ECDIS Wreck Status EXTRACT FROM JRC NOTICE The Wreck symbol is not displayed on the JRC ECDIS regardless of the display mode As shown in the figure below the Wreck depicted by the symbol showing a portion of hull or superstructure in a sea area that is deeper than the safety contour when using ENC or C MAP Ed2 0 is not displayed Please be aware of this phenomenon when operating the equipment and verify by other means such as the use of paper charts Since the publication of CL33 2012 further action has been taken by JRC that will be reported to the Maritime Safety Committee of IMO 16 25th May 2012 This will confirm that upgrade software patches are now available from JRC for all the systems affected As a result as well as updating the IMO on the latest situation the IHO will shortly issue another CL This may result in States amending or withdrawing certain aspects of the NAVAREA warnings that were issued as a result of CL33 For further information please contact Seattle Branch Office 1021 SW Klickitat Way Bldg D Suite 101 Seattle WA 98134 U S A Tel 1 206 654 5644 Fax 1 206 654 7030 Japan Radio Co Ltd Marine Electronics Business Department Japan Tel
85. hese settings when connected to the active route will clearly affect monitoring and it is therefore unsafe to do so Capt Brian Thomas MNI Master Mariner amp Independent Inspector DNV Rules include the requirement for route planning facilities to be provided to enable the navigator to plan the route for the intended voyage without interfering with the ship s navigation The workstation used for these tasks is to be equipped with means for efficient route planning and the direct transfer of the planned route to the navigation workstation s A Navigator therefore must have all available means to assist with passage planning and this includes ECDIS Bridge watchkeeping officers should also not be denied the use of such a useful navigation system However sensible measures are required during watch hours to ensure that ECDIS does not intervene with a safe and effective navigational watch POTENTIAL ERRORS IN THE USE OF ECDIS One of the major problems preventing the extensive use of ECDIS is the absence of official ENC data encompassing major shipping routes and ports The principal concerns of navigators using non official digital chart data are matters of quality and the foundations of the data Information portrayed on ECDIS including corrections and updates is dependent on acquiring advanced technical hydrographic data Some Hydrographic Offices HOs in certain parts of the world have problems with this Assembling E
86. hnology cannot replace human Interaction capability hence perfection in the use of ECDIS can only be obtained through training practice and then more practice g g Shipping Regulations and Guidance THE DEEP SEA PILOT S VIEW OF ECDIS All British deep sea pilots have a minimum of five years command experience hold a valid Master Mariners certificate and are licensed annually by Trinity House They are employed on a voluntary basis by shipowners who value the contribution to safety of navigation that pilots can make This contribution is particularly appreciated by the Masters of container ships and car carriers who because of their fast port turn round times and number of ports during a typical European schedule would have problems complying with hours of rest regulations However all types of vessels including tankers bulk carriers and passenger regularly use our services to help mitigate fatigue levels and assist with passage planning Deep sea pilots are only allowed to operate outside of mandatory pilotage areas and as such we normally take the con of vessels between the pilot stations We have a unique view of how bridge teams operate away from the view of Port State Control away from the view of the office and also subtly when the Master is not on the bridge One of the major challenges of ECDIS implementation is the need for the development of a different mind set Traditionally all navigators were taught
87. ication and watchkeeping for seafarers on an international level and on 1st February 2002 the 1995 amendments were fully implemented introducing a new STCW Code divided into two sections Part A being mandatory and Part B recommended guidance Over the 21 25 June 2010 the Manila amendments were agreed They are intended to bring the Code up to date and address perceived weaknesses through the standardisation of practices Such concerns include accidents and casualties changes in the geographical supply of labour inconsistent training questions related to authenticity and implementation of standards by signatory parties The changes make the Code more prescriptive with a strengthened means of enforcement and control As with the existing regulations the country issuing a seafarer s certification will determine any necessary training to ensure compliance This will vary between countries based on the perceived gap between their existing training requirements and the new regulations It is intended that the regulations will be reviewed every 5 years with a full review of the Code every 10 years The schedule for entry is as follows 1 January 2012 entry into force Hours of Rest regulations take effect 1 July 2013 approved courses have to meet and be certified in accordance with new standards By this date governments will need to submit compliance documents to remain on the white list 1 January 2017 full implementa
88. iew route planning and review of system functions For OOWs and for Masters on ships of less than 500 gt engaged on near coastal voyages except for those who exclusively serve on ships not fitted with ECDIS Table A II 3 Navigation at the operational level requires a thorough knowledge of and ability to use ECDIS This competence is to be demonstrated through examination and assessment of evidence on approved ECDIS simulator training and or approved in service training operational use of ECDIS It provides guidance in the use of simulators and the need to meet the equipment performance specifications in STCW A I 12 General direction is provided for Goals of an ECDIS training programme Theory and demonstration Simulator exercise Principal types of ECDIS systems and their display characteristics Risks of over reliance on ECDIS Shipping Regulations and Guidance Detection of misrepresentation of information Factors affecting system performance and accuracy Setting up and maintaining display Operational use of electronic charts Route planning Route monitoring Alarm handling Manual correction of a ships position and motion parameters Records in the ship s log Chart updating Operational use of ECDIS where radar ARPA is connected Operational use of ECDIS where AIS is connected Operational warnings their benefits and limitations System
89. ilities Type approved ECDIS in combination with CHARTPILOT 1100 Display of NAVTEX messages Tracking of 80 ARPA AIS targets 400 AIS sleeping targets ECDIS mode with ENC C MAP and ARCS presentation Six colour tables for day and night presentation including grey shaded mode Full operation of Voyage Data Recorder DEGEG 4300 Overview of System The mechanical housing concept of the MULTIPILOT 1100 is very flexible Choice between desktop and console ver Provides a correlated picture of the planned and the real situation and thereby enhances the officer s capability to fully access the nautical situation and development Combines navigation and collision avoidance functions in one workstation Reduces the workload of the navigator by avoiding redundant data inputs and readouts at different equipment locations Supports high resolution graphics for clear and distinct chart and radar presentation If part of an NACOS system the MULTIPILOT also provides integrated Steering and Track Control by means of a joystick A Curved Headline or any planned or commanded course change is shown on each MULTIPILOT display http www sam electronics de dateien company contacts html Alarms and messages are consistently managed for all operator workstations In combination with the AIS 3400 10 the MULTIPILOT supports full AIS operation which saves the costs for an extra Minimum Keyboard Display If connected to the VDR DEBEG 4300 the internal network
90. ining and assessment in the operational use of ECDIS now contain detailed guidance on when and how ECDIS training should be conducted These clearly indicate a requirement for ECDIS training for all personnel who serve onboard a ship that has an ECDIS fitted whether that ship is currently required carry ECDIS onboard or not Shipping Regulations and Guidance FLAG STATE RAINING GUIDANCE It remains to be seen how flag State training guidance will be updated to reflect the STCW Manila Amendments in Tables A ll 1 A II 3 However current consensus suggests a requirement for ships that use an ECDIS as their primary means of navigation will consist of Generic ECDIS training to satisfy STCW in accordance with a flag State approved and or based IMO 1 27 ECDIS course Type Specific ECDIS equipment training to satisfy ISM Code requirements Note Trickle down training where a small number are trained within the company or onboard each ship to share their knowledge with others is specifically stated as not being acceptable by the MCA Specific guidance on ECDIS is available within UK MCA MIN 405 Training for ECDIS as Primary Means of Navigation Jan 2011 Singapore MPA Circ 03 2011_ECDIS for Ships and High Speed Craft Jan 2011 Bermuda Shipping Notice 010 2011_ Introduction to BNWAS and ECDIS Jan 2011 Australia Marine Notice 15 2010 Carriage and Use of ECDIS Oct 2010 Marshall Island
91. ip s positioning e Target plotting and monitoring Automatic Voyage Recording Real time automatic route recording Alarms and Indications Automatic alarms and indications of off track from the planned route or other dangers Menus on duel languages English Korean serviceable to other AIS information display languages on demand incl the Manual NAVTEX and Weather FAX function Various lines of products for the satisfaction of the customers Powerful report printing function Route Planning Chart Global A S network Multi user interface on LAN configuration Intensified function ECDIS RADAR Conning inter switching function RADAR display overlay Automatic optimum route planning economical voyage SAMYUNG is the leader of the marine industry in Korea with its communication and navigation technology Contact ostmaster samyungenc com 18 SIMRAD PLECDIS Name of System PLECDIS Manufacturer amp Country SIMRAD USA Standard Overview of System e IEC 60945 2002 IEC 61162 Series IEC 61174 2008 e IEC 62288 Ed 1 0 2008 PLECDIS with SW version 3 1 is approved and found compliant with current regulations by DNV Simrad CS68 ECDIS has been in the market for many years and is renowned worldwide as being a best in class professional electronic navigation system Simrad PLECDIS Paper Less Electronic Chart Display and Information System comprises a dual ECDIS system with built in redundancy and is built on robust re
92. iques including but not limited Sufficient official data adequate for the intended passage to visual and radar fixing to prove GNSS correct is installed ENC and RNC l the ability to utilise an accurate Dead Reckoning DR and the installed ECDIS is type approved Estimated Position EP in the event of GNSS equipment a second type approved ECDIS is installed as a backup failure or there is a full paper chart backup the use of Safety Depth and Safety Contour values to adequate generic and type specific training has taken emphasise the limits of safe water place safe configuration of ECDIS to suit the environment and any additional requirements laid down by Flag State are conditions fulfilled Additionally a ship may navigate paperless if Itis utilising ENCs to fulfil the chart requirement ie official vector charts only 1 1 2 Providing it is used correctly ECDIS provides enhanced navigation situation and spatial awareness when compared to navigating using traditional paper charts It is a system that is capable of displaying the past present and future position of a vessel by utilising all available sensor information However the techniques required to use ECDIS differ in part to those required when using paper charts and as such they must be understood if they are to replace paper charts without a loss of safety To achieve the requirement for safe ECDIS navigation the following must first be achieved
93. is Asof01 July 2010 all High Speed Craft had to have an ECDIS fitted Asof01 July 2014 all Passenger Ships gt 500gt will have to have an ECDIS fitted Asof 01 July 2015 all Tanker Ships gt 3000gt will have to have an ECDIS fitted Asof01 July 2018 all Cargo Ships gt 10000gt will have to have an ECDIS fitted Note These are aside from particular cases based on survey dates and those ships that will be taken out of service within 2 years of their implementation date which may be exempt by administrations Although ships will be required to fit ECDIS this does not mean that they must go paperless and navigate using ECDIS as a replacement for paper charts A ship may continue to use paper charts as its primary means of navigation and use ECDIS as supplementary navigational aid However ECDIS equipment must be maintained and used in accordance with the performance standards The final decision to replace paper charts with ECDIS continues to be made by the ship owner Reports from shipping companies that were early adopters of ECDIS indicate that they are now seeing their costs breaking even so it appears reasonable that in the near future it could be cost effective for ship owners to make the commitment to switch to ECDIS as a replacement for paper charts This may also be a safer option as the dangers of de facto navigation utilising a poorly set up and misunderstood ECDIS on the bridge front while
94. ise companies are far ahead in the training of their officers compared with some cargo companies The depth of knowledge of deck officers in the cruise industry is usually considerably more than deck officers on cargo ships This is because cruise companies are more willing to send their officers on regular training courses and budget accordingly COMFORT WITH THE SYSTEM Many of us feel very comfortable with ECDIS New generation navigators will have attended ECDIS NACOS courses and have sufficient depth of knowledge and a couple of years experience with the new systems They have practised different scenarios on a simulator to learn the lessons of using ECDIS They know how reliable the system is and its limitations However have seen many deck officers feeling overconfident with ECDIS Some of them have seen ECDIS only in naval academies or nautical colleges and have never worked on board with it Other officers do not feel comfortable at all with ECDIS and prefer to use paper charts triangles parallel ruler and divider Some of the older officers have very limited IT skills and rely on their juniors particularly when ECDIS has to be updated or modified or even to get important information on arrivals and departures This can lead to dangerous navigation and poor bridge team management Officers may have no familiarity or confidence with ECDIS but find their head office is pushing for it to be used and paper charts reduced t
95. ited courses in accordance with the IMO approved syllabus worldwide PLANNING USING AN ELECTRONIC NAVIGATIONAL SYSTEM Passage planning can be undertaken on an electronic chart display and information system ECDIS displaying electronic navigational charts ENC subject to Flag State approval Raster chart display systems displaying raster navigational charts RDC which are exact copies of paper charts can be used for passage planning in conjunction with paper charts ENC vector charts are compiled by attributing to each chart feature a set of values and each chart is stored in a layered digital database The intelligence of vector charts allows three dimensional safety zone monitoring When passage planning using ECDIS the navigator should be aware that a safety contour can be established around the ship Crossing of this contour will be automatically indicated by the ECDIS while the route is being planned and executed When passage planning using a combination of electronic and paper charts great care should be taken at transition points between electronic and paper chart coverage The voyage will generally involve pilotage coastal and ocean water phases Planning within one phase should be undertaken using either all electronic or all paper charts rather than a mixture of both types When a passage is planned using paper charts care should be taken when transferring the plan to an ECDIS In particular the Navigator sh
96. ituation where the ECDIS was showing the same position for an hour despite the fact that the ship was sailing at 25 knots It was a fully integrated bridge on a container ship and the worst was that both ARPAs on X and S band were frozen too and showing target data with no indication that the system needed to be rebooted Asen Gyurov 1st Officer Norwegian Cruse Line The system should not be relied on exclusively and an alternative method of position fixing should always be available particularly in coastal waters Parallel indexing should be used at all times The ECDIS looks very good but in reality the ship s position can be very inaccurate If the GPS or DGPS loses signal and the OOW does not detect this the ECDIS can easily go into DR mode and the ship will end up on the rocks The GPS is controlled by the US Ministry of Defense Usually when they have military exercises we can expect to lose signal or to have inaccurate data Nowadays anyone can buy and come on board with a GPS jammer a low cost device to temporarily disable the reception of the civilian course acquisition C A code used for the standard positioning service SPS on the Global Positioning System GPS NAVSTAR The GPS signal can be lost in high latitudes and the charts there are not accurate TV antennas and the sun can also affect the GPS signal Again the ECDIS goes into DR compromising the safety of the ship lf ARPA and ECDIS are combined the OO
97. ivate them and it s always in a hurry We heard cases where companies have implemented a main and back up ECDIS and have added the additional provision of a reduced chart portfolio acting as a get you home set though it was felt that many operators will not be doing this TRAINING This is a huge concern It is generally accepted that younger officers will be fine with the system but it will be more of a transition for more experienced officers Onboard training and appropriate familiarisation is a must The issue of type specific training is regarded by some as overkill particularly where the industry has failed to standardise controls and symbols on ECDIS You just have to recall how much easier the operation of the different radar sets you have sailed with over the years was made with standardised radar symbols BENEFITS Used properly it will be a huge asset Just think of the difference navigating a vessel through the congested waterways of the world such as the Dover Strait or Singapore Straits where for large portions of the passage where you are plotting the vessel s position at 6 minute intervals Each time it takes 15 30 seconds to take the fix another 15 30 seconds to write it down and a further 60 90 seconds to pop round the back of the chart table to plot that position This does not include the time for changing charts assessing the next course or re checking what navigational challenge is up ahead of you It does
98. l the features and dangers Two ECDIS on the bridge vastly improves the ability to look ahead by monitoring own ship at the correct scale on the primary ECDIS without reducing window area at the same time as getting an overview of the chart from the other ECDIS If restricted to a single ECDIS the operator must work the system to their best advantage An ECDIS operator who can navigate around the screen quickly to zoom in and out with ease makes a difference but there is also an option to make use of the look ahead or position offset similar to using a radar A look ahead distance can be set that forces the position monitoring window to display a chart with a set distance from the vessel to the edge of the chart window in the direction of travel seme am oie feed fore beers IL C TH ALE Be pm ee p p ee ee ee Gs w mi H a a iy i hamei 1 NL I G s rae u s sa Figure 10 157 PC Maritime look ahead screen Cole _ m Ant AS D 8 BE S ARGAT ese fee ISRO This option is often very useful for RCDS and RNCs that are not seamless because they cannot be scaled without losing clarity It also prevents the vessel being plotted up to the chart border before changing to the next chart For example in open water you might set look ahead to 10 nm while in confined waters 0 5 nm may be more appropriate PC Maritime You can set a look ahead distance via a set
99. lding updating and availability of appropriate paper charts in this regard 1 5 4 All ECDIS are to be kept fully up to date so that each system contains the same updates with regard to Notices to Mariners NTM Temporary and Preliminary Notices to Mariners T amp P Navigation Warnings and manually applied updates in the form of Manual Corrections RCDS MODE 3 15 1 The OOW is to be mindful that when the system has RNC as well as ENC data installed and the operator configures the system to choose the priority of data automatically the system will select the best scale chart and this may be an RNC The OOW is to know the limitations of the system when in the RCDS mode of operation The OOW is to know the criteria for which data is selected for display by the system and any limitations that may be imposed as a result of doing so Shipping Regulations and Guidance 3 15 2 Where possible an ENC is to be used However if an appropriate scale ENC is not available an appropriate scale RNC is to be used An appropriate portfolio of paper charts is to be available and up to date in accordance with IMO Circular 207 3 15 3 There are many limitations when using an RNC Of particular note are the following limitations when in RCDS mode RNCs cannot automatically activate alarms to warn that a vessel is about to cross a Safety Contour or a specified area an RNC cannot be interrogated for automatic route checking although man
100. liable proven technology used by professionals Simrad PLECDIS runs on 24V DC making it the most reliable ECDIS solution available today No need for paper charts onboard end time consuming paper chart updates and enjoy the full benefit of receiving automatic updates of charts whatever your location Automatic route sharing technology between systems Use one operator station for planning and one as standard ECDIS Get the full redundancy and safety benefit of running two totally separated systems Supports C Map CM93 3 S57 and S63 encrypted electronic charts Online chart updates or upgrades supplied through CD DVD USB flash drive Dynamic licensing Radar overlay option Both AIS Class A and Class B support AIS filtering options Two way communication to AIS Update your AIS automatically and send text messages to other vessels Double trip counter Ferry options Advanced route planning with multiple harbour ETAs on same voyage and procedure alarms SIMRAD Backup Manager for easy and secure installation and backup functionality Relay interface to ship s main alarm centre Connect two monitors to the same system Use them in clone mode and get a second cloned display on the bridge wings or use in dual mode for route planning without interrupting surveillance of the current voyage Choose between 19 20 1 23 or 27 approved ECDIS colour calibrated diplays http www simrad yachting com Contact us http www simrad yachting
101. ming method of navigating a ship by the use of paper charts has if done correctly been confirmed as a reliable and familiar practice for navigators to conduct passage planning and to monitor a vessel s progress However the number of marine accidents may be reduced with the introduction of an electronic navigational system such as ECDIS ECDIS is a state of the art navigation aid that can deliver a 24 hour real time technique of position monitoring Navigating in confined waters and in ports particularly during periods of reduced visibility is complemented by the use of ECDIS as long as it is integrated with an accurate reliable satellite position fixing system Position monitoring is instant and with the use of other essential navigational equipment it provides continuous and accurate positions of the ship at any time Many other provisions are available on ECDIS For example when integrated with an Automatic Radar Plotting Aid ARPA it can deliver collision avoidance data Furthermore with the resultant vectors a navigator is able to analyse and determine the best course of action with respect to navigation dangers and proximities to land or shallow depths In addition ECDIS enables the mariner to focus on keeping a vigilant lookout instead of being smothered in chart work and position fixing Equally collision avoidance and the anti grounding features of an integrated system are fundamental to areas where high traffic densities re
102. minimum the Primary unit must have the alarm sound set to ON and should display charts at the best scale 1 4 7 Guidance on settings and configuration of ECDIS is provided in this document However this does not affect the Captain s prerogative to augment or reduce safety settings as the navigational situation dictates with suitable risk management measures and supervision in place Such deviations from standard practice are to be stated appropriately in the relevant OOW instructions or Sea Order Book 1 4 8 Like all computers ECDIS software is prone to malfunction if it is not shut down in a controlled manner Failure to do so may result in loss of data and failure of the system to restart The operator is to ensure that the ECDIS software is shut down first in accordance with the manufacturer s guidance before powering down the system USER GUIDE 1 7 1 The manufacturer s user guide is to be available on the bridge in both hard and soft copy The soft copy is to be installed on all ECDIS and available on screen via the relevant shortcut key or associated menu structure A printed version of the user guide is also to be available CHARTING AND RCDS MODE 1 5 1 All units are to carry an outfit of up to date electronic charts that provides adequate coverage of the intended Operating area at an appropriate scale Official chart data derived from government authorised Hydrographic Offices is to be used for safe navigation O
103. modules with on line assessment Real time route monitoring Berth to berth route planning ARPA amp AIS information and overlays Interface with AIS Voyage data recording and playback Modular hardware Aftercare and service Contact email commercial sales pcmaritime co uk 14 Raytheon Anschutz NSC ECDIS Name of System NSC ECDIS Manufacturer amp Country Raytheon Anschutz GmbH Zeyestrasse 16 24 D 24106 Kiel Germany Standard e Track control in conjunction with autopilot series NP2000 in accordance with the IEC 62065 e Recording and output of relevant voyage information in accordance with IMO performance standard The Raytheon Anschutz NSC ECDIS offers effective support for the ship s safe navigation Following common operator philosophy it provides interfaces to Overview of many existing bridge systems and navigation devices It can be configured for System integration with ARPA radar gyro compass autopilot AIS echo sounder speed log wind speed direction sensor position receivers and engine rpm sensors Thus the ECDIS is able to display navigational sensor data and corresponding alarms Automatic selection of navigational charts relative to position with both ENC and ARCS charts Supports the following Chart formats C Map ENC paper chart equivalence C Map Professional S 57 S 63 Encrypted ENC DNC ARCS Display of radar information tracked ARPA targets Radar image overlay option Chart route server
104. navigation will place enormous pressure on the maritime industry due to complex training and compliance issues The lack of a common standard for ECDIS makes the challenge even greater With significant differences between manufacturers models as well as major variances in model and software versions from the same manufacturer but all complying with IMO Performance Standards the difficulties of effective and relevant training could not be more obvious One of the major and continuing issues will also be that experienced seafarers transferring ships regularly will invariably require type specific training on an ongoing basis for some time to come With all these issues in mind Videotel has carefully considered the most practical and flexible way of providing effective learning for seafarers and has joined in a consortium with partners Safebridge and ETC to provide a three stage learning solution Videotel s new and updated EDCIS distance learning course which will comply with the 2012 IMO Model Nigel D Cleave Chief Executive Officer Videotel Course 1 27 provides a sound mind set and understanding of the principles of the ECDIS system and how it should be used to facilitate navigational planning Once this part of the training has been successfully completed candidates go to an ECDIS Training Consortium ETC centre to experience hands on simulator training on actual equipment in real time navigational scenarios Type sp
105. nclature and functions mentioned below are not exhaustive and will vary dependent upon the system in use ROUTES Check Ensure that the correct Route is loaded for Route Monitoring Shipping Regulations and Guidance ROUTE ALARMS Check Ensure that Route Alarms are configured correctly Action Check that the following Alarms are configured appropriately End of Route Alarm Off Out of XTD Alarm On Out of Schedule Alarm configure as necessary WPT Approach Alarm On set appropriate value Off Leg Course Alarm On configure as necessary OVERLAYS Check Ensure that all relevant Overlays are loaded Action Check that the following Overlays are loaded and configured Manual Corrections load filename as appropriate Additional Information load filename as appropriate MAIN CHART PANEL Check Ensure that the Main Chart Panel is configured correctly Action Check that an appropriate level of data is available for the execution of navigation ECDIS NAVIGATION AIDS Check Ensure that navigation aids are configured correctly Action Check that the following are configured correctly Predictor On configure as necessary Manual Fixing Available Check that the Palette is configured to suit the conditions Check that the screen layout is appropriate for execution of navigation Check that all relevant panels such as Route Data are open or available
106. nd a system in place to plot it on the ECDIS If so do you require such a connection How effective is the anti virus firewall If operating ECDIS and a virus prevents the ship from sailing or worst case causes an accident the decision to link to the internet will soon be questioned Will the system cease safety monitoring for the period it is updating What is the cost of updating via internet connection Will the system automatically highlight new updates so the operator can view their relevance relative to the planned route Does your team understand fully the chart symbology now used and what is your internal policy for continuation training For example Wreck Dangerous wreck Obstruction x Depth unknown Rock Underwater awash rock Could be depth unknown or value of sounding known only when interrogated Separate to depth contour 4g Sounding 5 5 reported unreliable therefore will not show up with safety contour SOME ECDIS LTD ADDITIONAL ROUTE PLANNING FOOD FOR THOUGHT Screen into large or planning screen format Orientate the chart to show the beginning and end of the route to get an overall feel for the route Create a blank canvas by hiding all old routes constructs etc Begin with waypoint plotting in the general area of the start and end of the route Select either Rhumb Line or Great Circle route etc Zoom in to a more appropriate scale to
107. ne Offshore Systems Ltd OSI PC Maritime Raytheon Anschutz Rutter Technologies SAM Electronics Samsung Sea Information Systems Simrad Sodena Telko AS Tokyo Keiki Totem plus Trancomm Technologies and Transas With such a range of systems and the likelinood of more systems to come in the future there are benefits to having the same system across a fleet of ships as this will significantly ease the management burden for training inspections and onboard use However the shipping company does have to ensure that it s fit for purpose and adequately supported by the manufacturer or your selection may be to the company s detriment Not forgetting the sanity of the officers who will have to use the system Training is just the start of it There is much more to ECDIS than simply knowing what it stands for the creation and ongoing development of safety management of such a critical piece of navigational equipment is vital which is why proper initial and onward ECDIS training should not be taken lightly Consider that even if an ECDIS is fully set up and working think about operating truly worldwide how to navigate in areas of no known datum or no ENCs the employment of relative navigation techniques how to safely use and cross check all the data sources including safely interpreting and using all the possible sensors the RADARs AIS LOG ECHO sounders GYRO s alternative positioning systems additional use of overlays such as weath
108. nfigured correctly Action Setup System Units for Large Distance Small Distance VESSEL SETUP Speed Check Ensure that Vessel data is set up correctly I a Aan Action Check that the following are configured correctly ane Ship Position Centre on Ship or displaced Chart select the Best Scale chart available Vectors 6 mins set appropriate value TCS Ship Condition Loaded Medium or Light configure as required These extracts are from section 3 of the ECDIS Procedures Guide and have been illustrated for this article on a Transas ECDIS screen The appearance of the Transas ECDIS screen is for illustration only and does not constitute endorsement by Witherby Publishing Group Shipping Regulations and Guidance THE BESPOKE CBT DEVELOPERS VIEW OF ECDIS Advancement in technology is inevitable and an essential part of progress and it must be embraced for its benefits But like any new change including that brought in by ECDIS it should be embraced with due precautions proper training and risk assessment Here is some food for thought Having two ECDIS should it be a reason to make paper charts redundant A well polished sextant still brings pride to the watch and connects us to our maritime traditions and so would paper charts ECDIS has its strong advantages but should it be an immediate substitute for paper charts Slower transition giving appropriate time for adaption w
109. ngineering ECDIS kernel and includes IEC 60945 type approved hardware main CPU and 21 inch monitor NaviChart ECDIS can be installed on Overview of newly built vessels or existing vessels can be retrofitted with the ECDIS system system The system is able to use official charts provided by IC ENC Primar and C Map A dual ECDIS system may legally replace paper charts on board EC Type Examination Module B certificate and EC quality system Module D certificate Extra Features Second GPS Electronic or Gyro compass Depth interface Real time updates Weather Information Automatic Route Planning Conning Display ARPA AlS Optional e Radar Overlay http www tresco be en contact html Witherby Seamanship International SHIPPING REGULATIONS AND GUIDANCE areriopicat FOCUS ON yt The Fuel 8 p a Emission Waze t m we Am YOUR GUIDE TO WHATS HAPPENING IN THE REGULATORY WORLD OF SHIPPING FOR MORE DETAILS VISIT www shippingregs org NEF WITHERBY Seamanship ORDER FORM To order The ECDIS Manual or ECDIS Procedures Guide please complete the order form below and send to Post Witherby Seamanship International 4 Dunlop Square Livingston Edinburgh EH54 8SB Scotland UK Tel 44 0 845 833 1785 or 44 0 1506 463227 Fax 44 0 1506 468999 order online Web www witherbyseamanship com Email info emailws com The ECDIS Manual ECDIS Procedures Guide Qty
110. nt across 2010 and 2011 was to write The ECDIS Manual which was published in April 2012 by Witherby Seamanship International See pages 22 27 Of particular importance to Peter and ECDIS Ltd is his seagoing currency which sees him returning to sea as required to help ensure that ECDIS Ltd remains at the forefront of digital navigation practices Peter is also a freeman of the Honourable Company of Master Mariners a committee member of the SW branch of the Nautical Institute an associate fellow of the Royal Institute of Navigation and a member of the Royal Naval Sailing Association Shipping Regulations and Guidance MPLEMENTATION IMPLEMENTATION FOOD FOR THOUGHT FROM ECDIS LTD ECDIS or ECS For an ECDIS to be an ECDIS it must contain an IMO type approval certificate Otherwise it is an ECS and not a legal or recognised replacement for paper charts Most ECDIS systems work very well without GPS as taught on the 1 27 course but not all Does yours An ECDIS only requires one continuous positional system one heading input and one speed input Redundancy is a separate issue Without an independent heading and speed you may find your ECDIS to be illegal as a replacement to paper How accurate reliable is the charted information in use If a lead line survey is converted to a brand new ENC just because it s colour and S52 does it mean it s true Are you interrogatin
111. o a minimum TRAINING Every Master and deck officer should attend an ECDIS course lasting a minimum of one week Students should have sufficient time to examine theory questions and case studies and to practise on an ECDIS simulator with an experienced professional The different types of ECDIS and electronic charts should be examined highlighting their negatives and positives Priority should be given to using parallel indexing in coastal navigation as well as to position fixing by bearing and ranges on an electronic chart taken from the radar or visually Courses should be under one standard in every country around the world issued and controlled by the IMO SYSTEM BENEFITS ECDIS has brought many benefits to navigation 1 Itis easy to create the voyage plan and to correct optimise it The ship s position is updated very accurately every few seconds on an electronic chart depending on the GPS or DGPS settings As the OOW does not need to plot the ship s position on the chart so often he can concentrate much more on the traffic situation and can see in real time the position of other vessels 2 We can use trial manoeuvre to access the traffic situation on the ARPA and if the ECDIS and the ARPA are combined this will give us a much better picture of the traffic situation 3 We can record the past track and review it if we want to see how the ship was manoeuvred 4 We can easily set depth alarms and shallow waters on
112. oduced by the UKHO The CHARTPILOT also supports the C MAP Real time Updating Service RTU The CHARTPILOT is also an essential part of the Integrated Navigation System NACOS xx 5 Navigation and Command System as it supplies the RADARPILOT MULTIPILOT TRACKPILOT and the SPEEDPILOT with planning track and map data The following versions are available Overview of System Console version Desktop version Dual workstation system Conning display Built in ECDIS back up facilities Dual fuel operation of vector and raster charts ECDIS mode with ENC C MAP and ARCS presentation Ready to support the new Admiralty Vector Chart Service AVCS Display of NAVTEX messages Integrated CONNING mode Comprehensive route planning and monitoring features Voyage recording and replay system Display of 400 AIS sleeping targets Activation and tracking of AIS targets Full operation as Minimum Keyboard Display for AIS 3400 3410 http www sam electronics de dateien company contacts html 16 SAM Electronics MULTIPILOT 1100 Name of System MULTIPILOT 1100 The Universal Solution Manufacturer amp Country SAM Electronics GmbH Behringstrasse 120 22763 Hamburg Germany www sam electronics de Standard Meets the latest IMO IEC requirements for radar with chart facilities The MULTIPILOT 1100 combines radar ECDIS conning and automatic steering controls in one unit Designed to meet the latest IMO IEC requirements for radar with chart fac
113. of the MULTIPILOT allows direct recording of the radar image The integrated 2 way interswitch allows switching of two transceivers and two displays A wide range of nautical sensors can be connected to the MULTIPILOT interconnection unit In combination with DEBEG 2902 NAVTEX messages will be directly reported to the MULTIPILOT and displayed on user demand Shipping Regulations and Guidance 17 SAMYUNG LC 3000 Name of System LC 3000 Manufacturer amp Country SAMYUNG ENC Head Office 1123 17 Dongsam 3 Dong Youngdo Gu Busan Republic of Korea http Standard Overview of System www samyungenc com e Performance standards of ECDIS adopted by the IMO A 817 19 Electronic chart transferring standards S 57 and ENC table standards S 52 by the IHO Test methods of ECDIS operating and performance requirements specified by the IEC IEC 61174 Compliance of navigation equipment interfaces international standards IEC 61 162 1 ECDIS performance standards and legal position by SOLAS V Reg 20 Display e ENC S 57 RNC ARCS TX 90 e RADAR Display ARPA overlay e AlS information display display identified and unidentified symbols Integrated navigation system e Integrated display and monitoring of D GPS Gyro Compass RADAR Speed Log NAVTEX Weather Information Route Planning e Planning of waypoints and alternate route specifying prohibited area and safety contour Route Monitoring e Constant and realtime monitoring of sh
114. on equivalent to the standard display as defined in this performance standard Therefore shipowners who want to get rid of paper charts when ECDIS becomes mandatory will need to have two separate systems on each ship The alternative is that the shipowner installs one ECDIS unit but still provides the existing paper charts COST OF ECDIS EQUIPMENT In practice the requirement for back up services will mean that ships will need two systems to be installed to eliminate the use of paper charts or one ECDIS system plus a paper chart system as back up It has been recently reported that there are around 25 fully compliant ECDIS models on the market with the most basic costing from around 20k and a feature rich version costing up to 250k or 500k if the two such ECDIS units were installed it is important for your readers to be clear that it is only a twin electronic chart display and information system with the official vector charts issued by a government hydrographic authority that meets International Maritime Organization standards of paperless carriage compliance Rear Admiral lan Moncrieff UK National Hydrographer In a letter to Lloyd s List Tuesday 13 October 2009 ECDIS CHARTS With GPS we came to look for NMEA 0183 compatibility with ECDIS charts the correct format is known as S57 compliant S 57 compliant describes a technical exchange standard which refers to the specifications set by the IHO
115. on the electronic charts than on the paper version All vessels are quick to point out that the electronic chart is just an aid while the paper charts are the primary means of navigation But believe this is said just to keep vetting inspectors happy The bottom line is that ECDIS is a tremendous tool but proceed as wise navigators have always done with caution Shipping Regulations and Guidance TYPE SPECIFIC TRAINING With numerous ECDIS systems on the market and the need to meet the requirements of the ISM Code some shipowners still appear unconcerned that their multi million dollar assets are navigated by officers who have received little or no training in the very system introduced to improve safe navigation Many ship operators have introduced type specific training via the equipment manufacturer training centres or dedicated onboard trainers However many are content to follow the trickle down training method ie relying on untrained officers training fellow officers Whilst discouraged by some flag states others do not specify how this type specific training should be delivered Without this guidance and considering the zero cost to deliver this training some ship operators have chosen to take this route This trickle down training generally consists of completing a checklist of items sometimes delivered during a crew change by the person being relieved This training can never be Capt Duncan
116. onning Display Logbook Fast display of S 57 ENC Support IHO S 52 3 2 Present Library Display national international language Multi language support Korean English Russian Chinese Human Interface Display tide information on the screen Flexible system according to user s need Great Circle Contact support mecys com 12 Offshore Systems ECPINS 4000 5000 Series Name of System ECPINS 4000 5000 Manufacturer amp Country Offshore Systems Ltd 107 930 West 1st Street North Vancouver BC Canada V7P 3N4 www osigeospatial com offshoresystems Standard Electronic Chart Precise Integrated Navigation System ECPINS is an IMO Approved ECDIS ECPINS 4000 is often referred as the standard model of the ECPINS product line It is a computerized shipboard navigational aid that displays electronic charts the own ship s position in real time along with sensor data It is an ECDIS equipped with rich features that facilitates precise navigation It is available in a ruggedized modular or console system that can be easily integrated in to an existing Bridge ECPINS 4000 exceeds the standards for safe navigation It is more than an ECDIS Fully customized display 3D Safety Zone and Ghost Ship Automatic position and heading source selection Navigation activities include multiple EBL VRM functionality visual navigation tools ship maneuvering and docking tools rapid route production and hazard scanning feature Ov
117. ook ahead during route monitoring In this case it is possible to return to the chart area covering the own ship position immediately by pressing the HOME switch on the operation panel Route Planning EcC 8500 e Route creation e No go line area setting e Critical point creation e Navline setting Alarm Warnings and Indications Track Control System TCS Other functions e History display for alarm warning and indication e Water depth and wind information display propeller revolution indication OPTION https www tokyo keiki co jp form webform_marinee html 22 Totem ECDIS Name of System Totem ECDIS Manufacturer amp Country Totem Plus 6 Hanevi im St Ramat Hasharon Isreal Email totemplus totemplus com Standard IMO Resolutions A 817 19 and MSC 232 82 IHO S 57 and S 52 Standards and IEC 61174 61162 and 62288 Standards Type approved by DNV Electronic charts integrated with information from various ship navigation systems including AIS GPS Gyrocompass Speed Log Wind Sensor Echo Sounder and more Collision prevention algorithms minimize human error Data logging and playback functionality Overview of System Designed to operate in harsh maritime environments Flexible and expandable configuration Dynamic Licensing Cost effective and flexible chart Electronic charts integrated with information from various ship navigation systems including AIS GPS Gyrocompass Speed Log Wind Sensor Echo
118. operational tests Debriefing exercise The following guidance sections have also been added to Part B Section B V d Guidance on application of the provisions of the STCW Convention to mobile offshore units MOUs Section B V e Guidance regarding training and qualifications of masters and officers in charge of a navigational watch on board offshore supply vessels section B V f Guidance on the training and experience for personnel operating dynamic positioning systems Section B V g Guidance regarding training of masters and officers for ships operating in polar waters Damage control guidance is also provided under B V 2 2 describing the competence knowledge understanding and proficiency recommended for supporting the development of standards for the certificates of competency described in A II 1 A II 2 and A III 2 Shipping Regulations and Guidance THE TRAINING CHALLENGE FOR ECDIS If you use an ECDIS professionally at sea you need training IMO ECDIS IMPLEMENTATION SCHEDULE On the 1st January 2011 the SOLAS Convention was amended by MSC Resolution 282 86 which required the phased installation of ECDIS onboard ship between 01 July 2012 through to 2018 depending on ship type While the 2012 date has been much publicised there is less awareness that high speed craft are already required to have an ECDIS fitted under the HSC Code Chapter 13 13 8 2 High speed craft shall be fi
119. orage and bearing point alarms http www gemrad com contacts php Shipping Regulations and Guidance 6 JRC JAN 701B 901B ECDIS Name of System JAN 701B ECDIS Manufacturer amp Country JRC Japan Radio Co Ltd Fujisawa bldg 30 16 Ogikubo 4 chome Suginami ku Tokyo 167 8540 Japan http www jrc co jp jp index html Standard Complies with new SOLAS regulations MSC 232 82 performance standard for ECDIS effective from 1 January 2009 The JAN 701B 901B is a newly developed multi functional ECDIS It is ergonomically designed to enhance the working environment and man machine interfaces Overview of 19 or 23 high visibility LCD screen System Simultaneous real time radar and AIS overlay Advanced route planning Multiple and wide screen viewing High speed graphic processor RADAR Overlay AIS targets Multi view Flexible black box configuration User interface Conning and external sensors Consistent Common Reference Point CCRP integrates a single press Man OverBoard MOB operation Optimised viewing Advanced route planning Editing the user maps Track and time label The new keyboard design of the JAN 901B allows you to carry out all operations simply by using the keyboard or on screen by use of the JAN 701B 19 LCD JAN 901B 23 LCD trackball JRC has issued an urgent warning and software update that affects some early Contact http www jrc co jp eng product contact html ECDIS Models See page
120. ould be prudent With a variety of ECDIS models available besides generic training providing members with model specific training is posing a challenge as well as concern Most companies have 3 or 4 different types of ECDIS models on board their fleets Standardisation of key features and implementation of similar models should be looked into by both manufacturers and companies At the same time ship specific ECDIS training should be a mandatory part of onboard familiarisation before the Navigator assumes his duties on the bridge Updates of electronic charts being offered by manufacturers over the internet are the fastest way to bring in the latest correction but are we prepared for all eventualities As a Master could always cross validate and revalidate whether my Mate had applied all the T amp P corrections accurately Would be able to do that now Are the providers governed by regulations to ensure there are no threats from viruses Just imagine the most critical navigation equipment becoming redundant due to virus attack Capt Sanjay Bugnait CEO Core Competency Training amp Services Pvt Ltd The increased functionality of ECDIS versus conventional paper chart navigation means that commercial shipping will see greater safety in the future and improved bridge oversight However it is important that traditional navigation skills are not lost and that navigators become confident but not overconfident in the use of ECDIS
121. ould ensure that Positions are transferred to and are verified on electronic charts of an equivalent scale to the paper chart on which the original position was plotted Any known difference in chart datum between that used by the paper chart and that in use by the ECDIS is applied to transferred positions The complete passage plan as displayed on the ECDIS is checked for accuracy and completeness before use Care should be taken when transferring route plans to electronic navigational aids such as a GPS since the ship s position as calculated by the navigation aid is likely to be in WGS84 datum Route plans entered into the GPS for monitoring cross track errors for example must therefore be in the same datum Shipping Regulations and Guidance The case will be similar with radars Routes and maps input onto the radar will be referenced to the ship s position As the ship s position displayed on the radar is typically via a connected GPS care must be taken to ensure that maps and plans entered onto the radar are created in the same datum as the navigation aid GPS CONCERNS A Navigator s work is never done To fall behind with passage plans and then possibly being challenged by a Master who asks for passage times and distances can lead to considerable pressure Nonetheless such instances do occur Periods of boredom during long passages or even pressures to complete passage plans can sometimes lead th
122. pilot track control IEC 62065 Manta ECDIS follows in the same trackball and 3 button mode as the Overview of Nucleus range of Radar and Chart systems System Available in 1700 2000 and 2300 display sizes to fit the Kelvin Hughes integrated bridges though can also be used as a stand alone unit Flat Panel TFT display Route planning and monitoring Autopilot control ARPA target display Safety contour Depth Radar Interlay Display User mapping Display of chart updates Update logging Onscreen Radar incl course up and relative motion display Alternative route display Safety checking and warning Complete voyage recording including past track marketing kelvinhughes co uk Shipping Regulations and Guidance 9 K Bridge Electronic ECDIS Electronic Chart Display System Name of System K Bridge Electronic Chart Display and Information System Manufacturer amp Country Kongsberg Maritime AS Kirkeg rdsveien 45 PO Box 483 NO 3601 Kongsberg Norway www km kongsberg com Standard e IEC 61174 Ed 2 0 ECDIS Operational and Performance Requirements Method of Testing and Required Test Results IMO Resolution A 817 19 Performance Standard for Electronic Chart Display and Information Systems e IEC 60945 Ed 3 0 Marine Navigational equipment General Requirements Methods of Testing and Required Test Results NMEA 0183 version 2 30 Standard for interfacing Marine Electronic Devices IEC 61162 Ed 2 0 Maritime navigation and
123. popular belief there is a surplus of good quality and professional training It s purely a question of whether the ship or owner is willing to pay for it Companies such as ECDIS Ltd train every week worldwide often on board including type specific training to a very high standard and yet they report a few gaps in their training calendar It is vital to ensure that your old certificates that state the word ECDIS on them actually satisfy your Flag s requirement for 1 27 5 day training You may also have to consider attending a course to revalidate depending on Flag requirements Full IMO 1 27 courses are 40 hours long full 5 days Type specific or familiarisation training is often based around 1 day but could be substantially more or less depending on the previous standard of 1 27 generic training The best solution is to complete both at the same time but this may not always be possible www ecdis org AVAILABLE SYSTEMS FEATURES COSTS FALSE ECONOMY FOOD FOR THOUGHT FROM ECDIS LTD Will buying the cheapest ECDIS prove cost efficient overall when you add their training solution If you operate in RCDS mode can your ECDIS show RNCs Not all can Is it a licence for life or do you have to pay to renew Are the ECDIS updates free Will the route planning functions save money on fuel auto divide great circles using integrated environmental data Will the manufacturer provide spare licences or ch
124. r of manufacturers ECDIS fail to display some significant underwater features in the Standard display mode In order that all significant objects are visible to the mariner these ECDIS must be operated in Full display or All display mode until a software upgrade is made available by the manufacturer Mariners are strongly recommended to use the IHO ENC Data Presentation and Performance Check issued through ENC service providers and also available directly from the IHO website www iho int to check the operation of their ECDIS and to determine whether their system is affected JRC ECDIS The Japan Radio Co Ltd JRC has confirmed to the IHO that earlier versions of its ECDIS will not display some types of wreck and underwater obstructions including stranded wrecks in any display mode This means that these models of JRC ECDIS must be used in conjunction with paper charts in order to ensure that all wrecks and underwater obstructions can be identified by the mariner JRC has issued a notice alerting its customers to this problem available at http www jrc co jp eng product marine whatsnew 20100526 index html Mariners using JRC ECDIS should use the IHO ENC Data Presentation and Performance Check to determine whether their system is affected If it is affected then the JRC ECDIS should be used in conjunction with paper charts until an equipment software upgrade is available from JRC Mariners should contact JRC or t
125. r the Prevention of Collision at Sea have already been made familiar throughout the maritime environment For an industry that is based on the first principal of Safety of Life at Sea not looking out of the window is paramount to being criminal The new technology has turned navigation on its head Our passage plans can be formulated with accuracy and ease provided we do not run over the land between Way Points We will not stop using the passage plan because of unfamiliar idiosyncrasies We just have to master the art and manipulation that much better QUESTIONS AND ANSWERS The big question is is ECDIS safe in the hands of the Navigator Possibly that should read is the Navigator safe in the hands of ECDIS Perhaps it boils down to the quality of our officers and how we train them within our marine culture Do we need ECDIS Yes but if it goes wrong we the organising authorities will be at fault not the serving Master or bridge officer We must therefore give our mariners the systems and procedures to absorb the technology not just to be good but to be very good at what we do e 6 the immediate problem is now and the next twenty years until uniform competence is achieved across all ranks 5 5 Shipping Regulations and Guidance THE IT SPECIALIST S VIEW OF ECDIS Mitch Ratcliffe said that a computer lets you make more mistakes faster than any invention in human history with the possible e
126. s Marine Safety Advisory 07 09 __ ECDIS Training needs shippingregs org REF DOCS Je GUIDANCE ECDIS This 16pp Consolidated Research PDF can be found by going to shippingregs org and selecting REF DOCS While clearer training requirements are now being issued there are outstanding questions over certain issues which if any ship operator is unsure about they are recommended to obtain clarification from a specialised consultant or direct from their flag State to avoid costly retraining and or possible detention of vessels The following are some examples of questions that a ship owner will need expert advice on Is computer based training CBT where it is provided as the sole training method for a generic STCW IMO 1 27 ECDIS certificate currently accepted or will it be in the future to satisfy the Manila Amendments Is CBT where it is provided as the sole training method for a type specific ECDIS equipment certificate adequate under ISM for the OOW to safely operate the system fitted as required When type specific training is required to what extent do new software versions affect this requirement If the STCW Manila Amendments require ECDIS training for all deck officers serving on a ship fitted with ECDIS when will such officers need to have conducted this training Will it be just prior to having their Certificate of Competency revalidated or over the course of 5 years post 01 Jan 2012 What criteria does the p
127. sf SalesContactLlookup OpenForm 10 MARIS ECDIS 900 Name of System MARIS ECDIS 900 Manufacturer amp Country MARIS Danholmen 25 NO 3115 T nsberg Norway Tel 47 97 47 2000 Fax 47 94 76 0911 E mail sales maris no Standard Designed in accordance with IMO IEC requirements for Integrated Navigation Systems fully compliant with IMO Resolution A 817 19 1995 IMO Resolution MSC 64 67 Annex 5 1996 IHO S 57 and S 52 standards IEC 61174 1998 and IMO A 817 19 Appendix A 7 1998 Wheelmark EU approved The MARIS ECDIS 900 incorporates the latest in technology and by adding the MARIS PC Radar Kit the ECDIS 900 can also be expanded to display radar video overlay Charts e Multi fuelled ENC S57 and raster capability including ARCS and BSB NOAA e Compatible with C MAP worldwide database e Integrated help for paper chart updating using ARCS service the last updated tiles Overview of can be printed out in colour and actual scale System Route Planning Mix great circle and thumb line legs enter different turning radius values and select different XTE limits for each leg No need to plot the same waypoint several times a new route can be created in one click from a selection of existing waypoints Check the route for dangers and highlight them on the chart Route simulation passage calculator including ETA TTG and required speed Integrates NAVTEX Information Weather Forecasts Fairplay Ports and Terminal guides
128. stricted visibility and confined channels are prominent All considered using ECDIS would positively enhance safe navigation techniques help prevent marine accidents and safeguard the marine environment TRAINING ECDIS is a useful navigation aid An aid to navigation and that is all Such devices should never replace the traditional methods using navigation instruments or distract the OOW from basic watchkeeping requirements The basic methods of navigation along with the expected level of competence for bridge watchkeeping officers should always be maintained It is recognised however that there is a need to provide proper courses for mariners on the use of ECDIS Undoubtedly the implementation of standard training for the use of this navigation aid could very well reduce the number of accidents given the shortage of experienced navigational officers who are totally familiar with these systems Numerous systems are available all with different menu systems and information capabilities but with insufficient training their usefulness could be compromised The need to provide standard courses for mariners worldwide on the use of ECDIS is clearly visible and with this in mind the IMO has developed an ECDIS training syllabus under STCW ECDIS training is a crucial element to ensure that mariners understand both the capabilities and the limitations of such systems There is an urgent requirement for the development of accred
129. suits your class of ship eg predominantly deep water or pilotage or both What is the cost of fitting Where are the vessels going to be fitted fit cost may vary depending on location What screen size do you require for the display What are the requirements for display power housings and brackets What is the support package available How long does the warranty last Will the systems be networked on an LAN Do you want an additional remote terminal for planning or emergencies Do you need repeats in the Master s cabin charthouse or navigator s cabin Do you need a repeat in the machinery control room for MARPOL purposes Do you need specific planning software Do you require conning and docking functionality Do you require navigation tools such as Predictor and Trial Manoeuvring Do you require an electronic logbook function Pages 12 15 contributed by Mark Broster BA Hons FinstLM AFNI AFRIN Managing Director ECDIS Ltd How much are additional software licences if required for head office use How much are the inevitable upgrades to the software and presentation library INTEGRATION Do you require integration with a bridge Alarm Management System Can it integrate with existing sensors such as GNSS Log Gyro and Echosounder Can it integrate with existing Radar and provide Radar Image Overlay RIO Can it integra
130. t blanket of the much loved and respected paper chart is fast disappearing and being replaced with a digital equivalent Some embrace this new technology and others fear it It is therefore not surprising that the rapid advance of this new technology means there are large numbers of ships navigating with paper charts and ECDIS or in historical parlance navigating with sails and engines This will no doubt continue until adequate training equipment efficiencies and trust in ECDIS equipment warrant the removal of sails ECDIS Ltd recommend the Witherby Seamanship International ECDIS Procedures Guide as a basis to begin the journey However some extra points to consider are listed below ISM AND SMS FOOD FOR THOUGHT FROM ECDIS LTD What data products can your ECDIS utilise If you do not have sufficient coverage of ENCs do you have sufficient RNCs Do you have an ECDIS that can show RNCs If not how do you manage in RCDS mode Ifusing RNCs you are in RCDS mode and you will require an appropriate folio of paper charts in accordance with IMO Circular 207 www ecdisregs com What is your Flag State definition of appropriate folio of paper charts www ecdisregs com The operator must ensure the system prioritises the correct chart data type ENC then RNC Know how your system prioritises data best scale or type Do you have an adequate feed of information from navaids such as NAVTEX a
131. t constructed on or after 1 July 2013 ic government ie Ay Cargo ships gt 3 000 gt but lt 10 000 gt constructed on or after 1 July 2014 o 1984 ue Passenger ships gt 500 gt constructed before 1 July 2012 not later than the first survey on or after 1 July 2014 Automated Ship s _ Tankers gt 3 000 gt constructed before 1 July 2012 not later than the first survey on or after 1 July 2015 eae Gq s Cargo ships gt 50 000 gt constructed before 1 July 2013 not later than the first survey on or after 1 July 2016 1973 Sperry develop Navigation o an integrated System ECHNOLOGY 1800s KJ 1900 1949 c 1950s 1960s 1970s H 1980s H 1990s EH 2000s P41 20105 REGULATION 1853 International conference in Brussels to establish a common plan for observation of winds and oceanic currents 1889 International Marine Conference in Washington DC proposes a permanent international commission Similar proposals are made in St Petersburg in 1908 and 1912 1912 Titanic disaster 1937 A low frequency hyperbolic position fixing technique forming the basis for the Decca Navigator system is invented in the USA 1939 1945 World War Il Radar developed 1943 The Royal Navy RN trial reflectoscopes which optically superimpose a radar chart onto radar screens The US Navy develop radar projection devices 1944 The Decca Navigator system is developed and then released for commercial us
132. te with NAVTEX Can it integrate with the existing autopilot or Track Control device Remember that the Performance Standards for ECDIS IMO A 817 19 revised by MSC 232 82 state that as a minimum ECDIS should be connected to the ship s position fixing system to the gyro compass and to the speed and distance measuring device Note that for ships not fitted with a gyro compass ECDIS should be connected to a marine transmitting heading device When connecting to additional sensors ECDIS should not degrade the performance of any equipment providing sensor inputs and the connection of optional equipment should not degrade the performance of ECDIS below the set standard Bour mind when your i rs ship gets underway tr n MSEE Without worrying about your ECDIS Purchasing Training Charting Support www ecdis org 01439 559677 in ony fer ree ade ma PAO require Shipping Regulations and Guidance IMPORTANT SAFETY NOTICE ABOUT THE RELIABLE OPERATION OF ECDIS Following an announcement by the International Maritime Organization IMO concerning potential display anomalies in some ECDIS systems see IMO MSC Circ 1391 the International Hydrographic Organization IHO issued an ENC Data Presentation and Performance Check in October 2011 This check is intended to assist mariners and to help determine the extent of the issues Reports from sea received by the IHO confirm that a numbe
133. ted menu access 1 4 3 The Navigator is to ensure that all appropriate charts for the area of operation are installed and updated All chart updates are to be logged in an appropriate manner and the systems annotated with the number of the latest update installed Following an update a check of the intended route is to be conducted as well as an appropriate spot check of the entire folio of installed charts 1 4 4 The Navigator is to ensure that a backup of system data is conducted at regular intervals System maintenance such as virus checking and defragmenting should be considered following consultation with the manufacturer so as not to invalidate the warranty 1 4 5 The Navigator is to ensure that the systems are configured so that it is possible to reconstruct the ship s track from recorded ECDIS data 1 4 6 The ECDIS terminals should be given the prefix Primary or Secondary ECDIS The Primary ECDIS is to be configured as the Master unit with the preferred GNSS selected as the primary position source and alternative GNSS input as its secondary The Secondary ECDIS should be configured as a mirror image of the Primary ECDIS However if two GNSS systems are available it is a consideration that both systems use a different input for primary position source as this allows the monitoring of both GNSS inputs at any given time Where a secondary GNSS position source is not available the next best position source is to be selected As a
134. tion after which all standards including certificate renewal and revalidation must be complied with Within the new amendments is an increase in the demonstration of competence using simulator training and the use of modern training methodologies such as eLearning or distance learning There is greater prescription and emphasis on environmental awareness and regulation leadership teamwork and management competences particularly for officers ECDIS has been included in many areas of the 2010 amendments affecting both the competence sections of PartA and the Guidance section in Part B Some of the key changes follow Table A ll 1 Navigation at the operational level requires demonstration of competence by examination and assessment of evidence on either approved simulators and or approved training ship experience The following is specified Knowledge of the capability and limitations of ECDIS operations Proficiency in operation interpretation and analysis of information obtained from ECDIS Table A II 2 Navigation at the management level requires demonstration of competence by examination and assessment of evidence on an approved simulator approved in service training or approved training ship experience The following is specified Portpictures STCW B I specifies the training and assessment in the Management of operational procedures system files and data Use ECDIS playback functionality for passage rev
135. to always have the largest scale chart available on the chart table Unfortunately because of the minimum size of monitor allowed 270 mm x 270 mm this concept must be re evaluated One advantage of paper charts is that it is possible to look beyond the boundaries of the passage plan to get an overview of the area being transited Because of the reduction in sea time with which an OOW can now hold a certificate there is often a lack of background knowledge and experience For example witnessed one second officer put the position on the paper chart as required Capt Kevin Vallance MNI Licensed Deep Sea Pilot Member of UKMPA Technical amp Training Committee UK Participant Member of EMPA e Nav Working Group by the SMS by transferring a range and bearing of an aid to navigation straight onto the paper chart from the ECDIS Previously any junior officer could have referred to a senior with questions about navigation issues In my experience that is no longer the case Many of the initial causes for concern with regard to ECDIS implementation were answered with the statement that the problems would be overcome by proper training Unfortunately many training providers do not have practical hands on experience of using equipment on board When monitoring internet forums about ECDIS have been amazed by some of the questions asked by ECDIS trainers one example being why can t we use ARC charts for ECDIS have
136. tted with an ECDIS as follows 1 craft constructed on or after 1 July 2008 2 craft constructed before 1 July 2008 not later than 1 July 2010 Combining the requirements of the HSC Code Ch 13 8 2 and SOLAS Ch V Reg 19 2 10 the following is a complete list of ECDIS installation requirements to date ECDIS shall be fitted on High speed craft constructed on or after 1 July 2008 High speed craft constructed before 1 July 2008 not later than 1 July 2010 Passenger ships gt 500gt constructed on or after 1 July 2012 Tankers gt 3 000gt constructed on or after 1 July 2012 Cargo ships gt 10 000gt constructed on or after 1 July 2013 Cargo ships gt 3 000gt but lt 10 000gt constructed on or after 1 July 2014 Passenger ships gt 500gt constructed before 1 July 2012 not later than the first survey on or after 1 July 2014 Tankers gt 3 000gt constructed before 1 July 2012 not later than the first survey on or after 1 July 2015 Cargo ships gt 50 000gt constructed before 1 July 2013 not later than the first survey on or after 1 July 2016 Cargo ships gt 20 000gt but lt 50 000gt constructed before 1 July 2013 not later than the first survey on or after 1 July 2017 Cargo ships gt 10 000gt but lt 20 000gt constructed before 1 July 2013 not later than the first survey on or after 1 July 2018 Shipping Regulations and Guidance Another interpretation of the ECDIS phase in dates
137. ually inputted dangers should be highlighted objects on RNCs cannot be interrogated to display any additional information displayed information may be difficult to read if displayed in anything other than North Up RNCs are distorted as a result of being over or under zoomed as they are designed to be displayed at a specific pixel density charted information displayed on RNCs may be more difficult to view if on anything other than the Day Bright palette 3 15 4 RNCs contain a header file that includes some additional information over and above what is shown on a paper chart The most significant information in the header file is the datum shift needed for the plotting of WGS 84 positions onto charts based on another datum Datum shifts can be applied to WGS 84 positions and directly displayed upon the chart using the shift appropriate to that area and chart as determined by the relevant government authorised Hydrographic Office Where the difference between the local horizontal datum and WGS 84 is known an adjustment should be automatically applied by the ECDIS If the horizontal datum of the paper chart from which the RNC is produced is not known it is not possible to relate GPS positions accurately to the RNC IMO SN Circular 255 has been issued to alert users to this problem 3 15 5 ECDIS operates in WGS 84 Datum and automatically shifts charts with known non WGS 84 Datums so that they are displayed to the user in W
138. urroundings and to immediate danger is constantly on screen enabling the pilot shiphandler to make assessments and take corrective measures with confidence The Malacca Singapore traffic management systems VTS Malaysia and VTIS Singapore while serving the Straits community well has a shortcoming due to the density and complexity of the traffic within the TSS Reading target data and using path prediction techniques on their ECDIS VTS operators fulfil their advisory function by calling upon ships to advise caution or to make corrective actions for safe navigation The vessels will then be required to make their own decision for the appropriate action Although these services do enhance the overall safety of navigation in the areas they are provided one has to be mindful of their limitations For example there is always a possibility of the wrong vessel being identified due to a target swap Sometimes the quality of the data available on ECDIS can be adversely affected by vessel track integrity and target degradation One way the littoral States like Malaysia Singapore and Indonesia can try to safeguard their interest on environmental protection safety of navigation and Malacca Singapore Straits vessel traffic management is to expedite whatever joint arrangements cooperation efforts they may have put in place over the years Measures must quickly be taken in order to significantly improve the regulation of sensitive vessels navigating
139. w we don t believe it to be entirely true Without doubt ECDIS can alleviate the navigator s workload in terms of manually fixing the ship s position This delegation to an electronic system allows navigators to focus on other critical tasks ie collision risk assessment and avoidance However implementation of ECDIS across all ships places further financial burden on shipowners Pilots are reporting poorly thought out installation of ECDIS units on existing ships Newbuilds from Asian markets are coming onto the market with space for ECDIS on the bridge designed into the construction However older vessels having to retrofit are seeing unsatisfactory compromises being made in order to squeeze the new technologies onto the bridge encourage you to look through this special report and if you find it useful pass it along to a colleague or advise them that there is both an eBook version that can be downloaded from witherby ebooks com and a PDF that can be accessed at http View the PDF at http www shippingregs org refdocs ECDIS_Special_Report pdf hope that you find it useful e f It started to become clear to us that the phased installation of ECDIS was not only a significant event in the industry but one that had the potential to cause confusion g 5 Shipping Regulations and Guidance ECDIS ABBREVIATIONS AND Raster Vector U S E F U L IN F O PE90 Developed for use with Russia s global navigation Satellite
140. will continue to present challenges Operator complacency can be one cause but knowledge decay for traditional navigational methods cannot and should not be ignored The ECDIS is heavily reliant on GPS a system operated by one organisation with no fully operational alternatives at present Even though it is very unlikely what if the GPS became unavailable Moreover use of GPS has caused a significant expertise erosion in the use of sextant for position fixing whereby we now find fewer navigators who can comfortably fix their ship s position by using sextant What is the alternative if the ECDIS on a ship failed completely particularly on ships with no paper back up It is not that these questions have not been considered before mandating the ECDIS but that answers to these questions do not seem to convert the hardcore navigators who have always relied on traditional paper charts Consequently a full acceptance of ECDIS will continue to face challenges but until then all concerned MUST be vigilant if the objective of improving safety is to be fully met This will include cross verification of information displayed on ECDIS display by using traditional methods to continue building confidence Furthermore technology cannot replace human interaction capability hence perfection in the use of ECDIS can only be obtained through training practice and then more practice followed on by due diligence at all times e tec
141. wish the electronic chart system had been around when was a second officer tend to look back at my hundreds of hours spent correcting charts that were years out of date as one of the unpleasant parts of my seagoing career Having said that became very used to every symbol and nuance of the chart and by the time became a senior officer and Captain could glance at the chart and read it like a book This was very useful am willing to wager that the majority of officers at sea today still would prefer paper charts before an electronic system However like radar it has arrived and like it or not it will become standard on ships As in the early days of radar it will be misused and through that misuse accidents will occur It must and will be improved but until then can fully understand the desire to have paper charts as a standby Capt Michael Lloyd FNI Hard legislation regarding the design of systems must be made The screens must be large enough to contain all the information presently shown on the paper charts rather than the unsound layering technique which is an accident waiting to happen Why are the manufacturers allowed to continue to produce unintelligible volumes of instructions and sets so different from each other that the training is really required for the operation rather than understanding of the system The heart of the ECDIS system is a computer usually run on windows This means that if it beh
142. xceptions of handguns and tequila There are always teething problems when a well established manual process is converted to a computer based process And what better example of a wel established process than the century old paper chart and correction system Once an IT system is out of the initial implementation stage it is easy to start over relying on it and this is usually when big mistakes are made However with the right software the right training and the right attitude it is also possible to get much more from the IT system than from the manual process it has replaced Before mourning the death of the paper chart lets imagine the following scenario after taking a vertical angle with a sextant you select the observed object on the ECDIS enter the angle and let the ECDIS do the rest check the height of the object in the ENC database calculate the height of tide at the time of observation do a bit of trigonometry and display a circle of position around the object Combine this with a visual bearing or maybe even with the line of soundings produced by the echo sounder data for the last hour and you can verify your position without radar or GPS That s definitely not video game navigation anymore just good seamanship Can we learn something useful on the ECDIS if we just analyse it like another IT system On the hardware side the processing unit is low tech by today s standards Even complex ECDIS operations are no mat
143. y s navigational procedures including checklists contained in the Safety Management System are still valid and whether they take into consideration suitable industry guidance for the use of ECDIS The above are just a few areas that can be cause for concern The only way to properly address these and more is to firstly carry out a generic risk assessment for the fleet This may take some time and would be an ongoing strategy as time progresses equipment is sourced and training is conducted Once ECDIS systems are fitted on board then ideally individual risk assessments should be carried out for each ship involving the Master and ship s deck officers after all it is these men who will be using the equipment It can be seen that the entire implementation strategy can be a complex one and one that should be given serious consideration Adequate resources should be given to the project perhaps considering the use of an external project manager to manage the strategy correctly While there is a responsibility of those on board each ship to use the equipment correctly every company should take responsibility to ensure that their staff remain competent with ECDIS Companies should carry out periodical navigational audits to ensure compliance taking steps to rectify any non conformities that may result Finally it should be remembered that the fundamental principles of chartwork still exist and are still taught Users of ECDIS should
144. yet to come across an officer who can show me how to plot position lines onto an ECDIS Many newbuild vessels from the Far East are fitted with full ECDIS systems but all the ones have worked on still rely on paper charts as the primary navigation source It is usual to see fully compliant ECDIS monitors supplied with a homemade laminated instruction For reference only or For training purposes only The need for generic and type specific training for ECDIS is well documented but in my opinion the marine industry with the exception of manufacturers will rue the lack of standardisation of equipment The adoption of at least an S mode or default setting is so glaringly obvious Unfortunately the Nintendo generation place a total trust on the information shown on the screen not appreciating that the information displayed is only at best as accurate as the source data used for paper charts e 6 one of the major challenges of ECDIS Implementation is the need for the development of a different mind set 5 g Shipping Regulations and Guidance ECDIS A BRIEF MASTERS VIEW Whenever find myself about to criticise the proliferation of electronic navaids think of those who were at sea in the days of sail watching the advent of the steam engine They too must have wondered what would happen if the engine failed which is why they continued putting sails on steam ships for a long time just
145. ystem setup to view any changes or errors in setup 3 18 3 When taking over the watch the OOW is to confirm the position of the ship by taking a Manual Fix Wherever possible this fix should be by means independent of the Primary Position Source such as but not limited to visual or radar and the use of RIO if available 3 18 4 As a minimum the following checks and actions are to be conducted upon watch handover Ensure that the correct Display setting is shown ensure thatthe correct Route is loaded in Route Monitoring ensure that the secondary Route is loaded in Route Editor if required if in True Motion check that the Look Ahead is configured correctly verify that the Safety Depth and Safety Contour settings are configured correctly ensure that the Anti Grounding Cone is set for the prevailing conditions ensure that XTD is applied and displayed correctly ensure that Vectors are configured correctly ensure that the chart in use is on the best scale ensure that the chart is the most recently corrected ENC available from installed charts interrogate the quality of data and review all Chart Notes fix the ship s position on ECDIS and prove ECDIS correct sight the ECDIS check off cards ensure that the ECDIS Management Card is up to date repeat the above steps at the Secondary ECDIS terminal if in RCDS mode confirm the geodetic datum in use if in RCDS mode view the

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