ECDIS Ltd Articles and Press Releases

PRESS RELEASE

16 May 2012

ECDIS ‘Top Guns’ Announced

UK based ECDIS training and consultancy company ECDIS Ltd are celebrating over two years award of the Honourable Company of Master Mariners (HCMM) sponsored ECDIS prize.  The prize is awarded to the best ECDIS student of the month and is eligible to all those undertaking a generic IMO 1.27 ECDIS training course with ECDIS Ltd.  In recognition of their success, the worthy recipient receives an elegant gift and a plaque with the student’s name on it adorns the ‘Ship’s Wheel’ at ECDIS Ltd’s facility.  A list of past winners can be found at the following link www.ecdis.org/training/awards.

 The origin of the Honourable Company may be traced to the Annual Shipmasters’ Dinner held in Liverpool on 2nd March 1921.  Sir Burton-Chadwick suggested that the profession was entitled to form, and was capable of forming, a Guild or Company very much on the lines of the old City of London Livery Companies.  His vision was realised on 25th June 1926 with the formation of the Company of Master Mariners.  Her Majesty the Queen became the Honourable Company’s Patron in 1952.  His Royal Highness the Duke of Edinburgh was Master from 1954 to 1957, and then became Admiral of the Company – a post he holds to this day.  His Royal Highness the Prince of Wales was Master from 1988 to 1990.

Malcolm Instone, Director of Operations & Standards at ECDIS Ltd, says,

“All at ECDIS Ltd are immensely proud of the company’s link with the HCMM and are extremely honoured that they are sponsoring one of our prizes.  By doing so they are actively encouraging mariners not to simply meet the mandated minimum requirement of certification, but to strive to constantly improve and better themselves in the field of navigation and ECDIS in particular.  Professional development is the application of the will of the individual to build upon knowledge acquired through education, training and experience; something which lies at the heart of ECDIS Ltd and the HCMM.”

The citation reads: “The HCMM prize for the best student of the ECDIS Ltd training course in the safe use and management of Electronic Chart Display and Information Systems.”

The HCMM added,

“The Honourable Company has as its core purpose the maintenance of standards and professionalism of Deck Officers of the Merchant Service and the continuing need to incorporate modern technologies in the operation of and management of command facilities at sea and particularly in the area of navigational safety.  The Master Mariners are proud to support the work of ECDIS Ltd in this field.”

Ends

ECDIS Ltd

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N).  They specialise in providing Flag State approved IMO model ECDIS courses and Equipment Specific training on an extensive number of systems.  Static training is delivered in their state of the art Training Centre near Southampton (UK) and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it.  ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1500 mariners.  Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas. Equipment Specific training is accredited by the Nautical Institute.

For further information:

Malcolm Instone

Director of Operations & Standards

ECDIS Ltd

Ground Floor

Atlantic 3600 Building Parkway

Solent Business Park

Whiteley

Fareham

PO15 7AN

United Kingdom

Tel: +44 (0) 1489 559677

Email: instone@ecdis.org 

Web: www.ecdis.org

PRESS RELEASE

03 May 2012

ECDIS Ltd Train Condor Ferries Crews

UK based ECDIS training and consultancy company ECDIS Ltd have completed delivery of ECDIS training to Condor Ferries crews.  The training consisted of delivery of Generic 5 day ECDIS courses and included provision of type specific training for the equipment they have fitted onboard their vessels. 

Condor Ferries operates Condor Vitesse, Condor Express, and Condor Rapide fast cat ferries and Commodore Clipper, a conventional car, passenger and freight carrying vessel. Each year Condor Ferries carries more than 1 million passengers and 200,000 passenger vehicles.

Malcolm Instone, Director of Operations & Standards at ECDIS Ltd, says,

“We are very proud to have delivered ECDIS training to Condor crews.  Training consisted of our 5 day MCA approved ECDIS course.  In addition to receiving a generic certificate, attendees also received a type specific certificate as the equipment used for the duration of the course was the same as that fitted onboard.”

Captain Fran Collins, Operations Director at Condor Ferries, adds,

“Over the last six months we have been working with EDCIS Ltd to provide our officers with Generic and Type Specific ECDIS training, and to refine our ECDIS operating procedures.  Feedback from those attending the courses has been very positive with regard to the facilities and in particular the way the training is delivered.  Even those who have had extensive experience with the equipment have found the five day course worthwhile.”  

Ends

ECDIS Ltd

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N).  They specialise in providing Flag State approved IMO model ECDIS courses and Equipment Specific training on an extensive number of systems.  Static training is delivered in their state of the art Training Centre near Southampton (UK) and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it.  ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1500 mariners.  Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas. Equipment Specific training is accredited by the Nautical Institute.

For further information:

The procedures contained in the ‘ECDIS Procedures Guide’ are recommendations, designed to accompany a ship’s safety management system (SMS), regarding the use of ECDIS for navigation for voyage planning and while at sea.

Regulations require navigating officers to adopt and adhere to new watchkeeping routines and practices to support the use of ECDIS. The ‘ECDIS Procedures Guide’ contains a practical and concise framework, with supporting information and checklists, to help companies implement best practice in the use of ECDIS.

The ‘ECDIS Procedures Guide’ contains information on:

• Policy
• training
• use of ECDIS for navigation
• use of ECDIS on Passage
• route planning
• chart updating
• administration and records.

Examples include type-specific course content and log examples for manual corrections, spot checks and chart updates.

When asked how the Guide came to be written, Mal Instone, Director at ECDIS Ltd and author of the ‘ECDIS Procedures Guide’ explained that:

“Many of the ship owners who were early adopters of ECDIS approached ECDIS Ltd directly, requesting our assistance to help them develop and implement robust operating procedures for use onboard their ships and appropriate to the make of ECDIS in use”.

Mark Broster, Managing Director of ECDIS Ltd, went on to explain that

“we all realised that the natural next step was to develop a generic set of procedures that could be used by all merchant vessels and we identified Witherbys as the most appropriate publisher to help us with the project.”

The ‘ECDIS Procedures Guide’ is available from Witherby Seamanship at www.witherbyseamanship.com and at all good maritime chart and book stockists.

Written by:        ECDIS Ltd
Published by:    Witherby Seamanship International Ltd
Book £75          ISBN 978-1-85609-535-8
eBook £75         eISBN                                                   (eBook excludes any applicable taxes)

ECDIS entry in to force requirements:
The regulations concerning the fitting of ECDIS onboard ship commences its entry in to force phase from
1 July 2012, where a ship may navigate with an approved ECDIS as the primary means of navigation if:

• Sufficient official data, adequate for the intended passage, is installed (ENC and RNC)
• the installed ECDIS is type-approved
• a second type-approved ECDIS is installed as a backup (or there is a full paper chart back-up)
• adequate generic and type-specific training has taken place
• any additional requirements laid down the by flag State are fulfilled.

About Witherbys:

Witherby Seamanship is an independent publisher of regulatory and technical books for the marine industry, publishing for bodies such as OCIMF, SIGTTO and ITOPF as well as suite of its own titles for both deck and engineering operations.

Witherby Seamanship has also been involved in producing, protecting and publishing eBooks for more than 10 years, and it is calculated that there are over 250,000 Witherby Seamanship eBooks in use today.

In 2011, Witherby Seamanship was appointed as digital publisher of the official electronic versions of Codes and Conventions for IMO.

About ECDIS Ltd:

The team at ECDIS Ltd are widely considered to rank amongst the world experts in ECDIS, providing subject matter expertise to manufacturers, organisations and technical publishers. They are fully conversant with both traditional and digital navigation and specialise in providing Flag State approved IMO model ECDIS courses and accredited Equipment Specific training on an extensive number of systems, delivering static training in their state of the art Training Centre near Southampton (UK) and portable training at a location of the customer’s choosing.

For further information contact:

PRESS RELEASE

19 March 2012

ECDIS Ltd Partner with JRC

UK based ECDIS training and consultancy company ECDIS Ltd are pleased to announce a new partnership agreement with leading manufacturer Japan Radio Company (JRC).  As a training partner ECDIS Ltd will deliver MCA and DNV approved Generic and Nautical Institute accredited Type Specific (Equipment Specific) training on JRC ECDIS software.  Delivery of courses on JRC ECDIS has begun and ECDIS Ltd has successfully delivered JRC training on several continents already.

JRC has built up a very sound reputation for delivering and supporting robust and reliable navigation and communications equipment for use in one of the harshest environments on earth.   JRC ECDIS are ergonomically designed to enhance the working environment and man/machine interfaces, providing continuous position and navigational safety information.

JRC's John van Gelder with ECDIS Ltd's Mal Instone at JRC Europe HQ in Amsterdam.

Mark Broster, Managing Director of ECDIS Ltd, says,

“It represents another milestone in our company that we have partnered with such a large, well respected and truly global ECDIS manufacturer.  However, our aim remains the same, to represent all ECDIS manufacturers in order to facilitate the highest standards of ECDIS training, whether it is generic 1.27 or type specific training both statically and portably worldwide.  With our reputation as the leading authority on training and consultancy in the still-emerging and complicated world of ECDIS, being the appointed JRC training partner will undoubtedly benefit the mariner at sea.” 

ECDIS Ltd course literature for delivery of Generic and Type Specific JRC ECDIS courses.

Malcolm Instone, Director of Operations & Standards, adds,

“Considerable time and effort goes into the development of our ECDIS courses to ensure that they are of the highest quality, and the new JRC courses are no different.  ECDIS Ltd’s comprehensive course content is delivered by consummate professionals with extensive knowledge and experience of navigating with ECDIS.  The result is the very best ECDIS training available anywhere in the world.”

Mr John van Gelder at JRC Europe, adds,

“We are delighted to announce our partnership with ECDIS Ltd., a company known for its well trained staff and their electronic navigation experience.  Even with the IMO vessel specific installation deadlines still to enter into force, many ship owners have already chosen paperless sailing and for us it was a natural choice to partner with ECDIS Ltd., which is something that will greatly benefit owners, ship managers and undoubtedly officers on the bridge today and for many years to come.”

Ends

ECDIS Ltd

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N).  They specialise in providing Flag State approved IMO model ECDIS courses and Equipment Specific training on an extensive number of systems.  Static training is delivered in their state of the art Training Centre near Southampton (UK) and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it.  ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1500 mariners.  Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas. Equipment Specific training is accredited by the Nautical Institute.

PRESS RELEASE

05 March 2012

ECDIS Ltd Open New State of the Art Training Facility

UK based ECDIS training and consultancy company ECDIS Ltd are pleased to announce the opening of their new purpose built state of the art training facility near Southampton in the UK.  The larger facility means that ECDIS Ltd has the ability to provide an increased supply of multiple approved Generic and Type Specific training on a number of the leading manufacturer’s software every week of the year.

ECDIS Ltd is renowned for providing the most comprehensive approved ECDIS training to be found anywhere in the world.  Their generic ECDIS courses have been developed for use on the leading manufacturer’s equipment, are approved by Flag State and are delivered by navigators experienced in using ECDIS at sea.  Their Type Specific training is available on the leading brands and is accredited by the Nautical Institute, a world first.

ECDIS Ltd’s new state of the art facility in Southampton, UK.

Mark Broster, Managing Director of ECDIS Ltd, says,

“This is a substantial milestone for ECDIS Ltd.  We have not only pooled together the brightest experts in ECDIS, but we have a 4500 square foot facility that houses the leading manufacturer’s equipment.  We are training multiple approved IMO 1.27 Generic and Type Specific courses to the international market week in, week out.  The new facility will also be used by related organisations and shipping companies who wish to utilise our simulators and ECDIS systems for their training.  Over the next few months we are opening up 2 more classrooms to increase our supply here in the UK.  The facility also acts as an excellent base for our ever growing international mobile training, where we teach both IMO 1.27 and Type Specific courses at a location of the customer’s choosing, such as onboard ship.” 

Malcolm Instone, Director of Operations at ECDIS Ltd, adds,

“It is worth noting that our new facility is not only for delivering training courses, but is also a place where the maritime industry can view the various ECDIS equipment available. Shipping companies should feel free to contact ECDIS Ltd to discuss their ECDIS needs, knowing that they are more than welcome to visit for free consultancy.  The facility is already used as an outlet for all within the industry, from ECDIS purchasers to journalists. We have a wide range of ECDIS systems for you to trial, on-hand experts to talk to and literature of related material from charting options to ECDIS brochures to take away.”

Ends

ECDIS Ltd

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N).  They specialise in providing Flag State approved IMO model ECDIS courses and Equipment Specific training on an extensive number of systems.  Static training is delivered in their state of the art Training Centre near Southampton (UK) and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it.  ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1500 mariners.  Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas. Equipment Specific training is accredited by the Nautical Institute.

For further information:

Press release: New agreement between Totem Plus and ECDIS Ltd.

Totem Plus has joined other major ECDIS manufacturers and has agreed to partner ECDIS LTD.  This will enable training to be conducted on its TOTEM ECDIS in ECDIS LTD’s new e-Navigation Centre in Southampton, UK. The training will be based on ECDIS LTD’s flagship MCA accredited IMO 1.27 Model ECDIS course. 

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N). They specialise in providing Flag State approved IMO model ECDIS courses to be taught on any IMO accredited ECDIS. Static training is delivered in their Southampton Training Centre and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it. ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1000 mariners. Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas.  Type Specific training is accredited by the Nautical Institute.

TOTEM ECDIS is a fully approved ECDIS by Totem Plus that in many respects is revolutionary.  Known for its intuitive and easy operation, TOTEM ECDIS comes with numerous benefits and new features. As well as offering Dynamic Chart Licensing (pay ONLY for charts you use), an important feature is the ability to receive and send messages via AIS. However, perhaps the most ground breaking feature is the COLREGS ADVISER, a collision avoidance decision support tool.  The COLREGS ADVISER analyzes the position, course and speed of all the ships in the vicinity, and advises the Master or OOW on the best course to take in order to avoid collision in accordance with  the legal requirements of the International Regulations for Preventing Collisions at Sea 1972 (COLREGS). 

More information on Totem Plus ECDIS system can be found in WWW.TOTEMPLUS.COM .

Courses underway in the e-Navigation Centre

Marine navigation is currently experiencing its greatest reform since the introduction of radio communications and the development of radar – some argue even as big as the transition from sail to steam. The change is affecting everyone from deck officers to chart agents, fleet superintendents to inspecting officers and crewing managers to pilots.

In case you’ve been living underground for the last few years, I’m talking about the mandatory introduction of ECDIS to the world’s fleets. Electronic Chart Display Information Systems, to give them their full name, are a specialised form of GIS (Geographic Information System) built to meet strict performance standards laid down by the IMO, the latest version of which, MSC.232(82), was published in December 2006.

What is unique about ECDIS is that together with correctly installed official electronic charts (ENCs, or RNCs in RCDS mode) and appropriate training, it satisfies the legal carriage requirements for charts, as laid down in SOLAS Chapter V. It is important to note that ECDIS is all too frequently confused with its lesser cousin ECS (simply, Electronic Chart Systems), whom although subject to an ISO database standard (laid down in ISO 19379), do not meet the SOLAS carriage requirements and therefore cannot replace paper charts. Furthermore, readers should be aware that contrary to popular misinformation, ECDIS is in no way reliant upon a GNSS (GPS) input; it can continue to be effectively monitored in Dead Reckoning (DR) mode, with traditional visual/radar fixing methods.

As it stands, many ships say they have an ECDIS fitted, but the reality is less than 5% of the world’s fleet have correctly installed a type-approved system that satisfies all of the regulations associated with the rolling installation programme mandated by the IMO in June 2009. Furthermore, when the Manila amendments to STCW come into force on 1st January 2012, every deck officer who keeps a bridge watch is now required to have completed formal ECDIS training, both in generic principles and, in many cases (flag state dependent), the specific operation of each system he will use.

Aside from the expense and differences in flag-state regulations, the hardware and training requirements for shipping companies and their crews are actually quite clear-cut and simple; install a system and train your crews on that system.

By contrast, one group of seafaring individuals has been somewhat forgotten by this technological revolution. Pilots play an essential role in the shipping industry, by ensuring vessels complete the inherently dangerous initial and final stages of their voyage without incident. Their ability to do this, of course, relies on intricate local knowledge of an area, but almost certainly requires reference to a nautical chart, if not just to explain the situation to a ship’s master. Given that ECDIS is now becoming that very chart, a pilot needs to understand the differences he will witness.

In its role of fusing navigational information in a single display, an ECDIS screen can provide an up-to-the-second indication of the movement – and predicted movement – of the vessel. This can be of considerable reassurance to both the pilot and master, as tight turns are negotiated and the final stages of berthing are completed.

More crucially, another benefit of ECDIS is the ability to tailor the display to the navigational task at hand whether that be ocean passage by day or anchoring by night. The mariner can specify the draught of his vessel and the system will automatically delineate between safe and unsafe water with a so-called “safety contour”. He can also choose what features to display on his chart, whether that be object names, light sectors or shallow water pattern, for example. When correctly configured, the system will also alert the mariner of pending dangers; a particularly useful safety feature, if correctly employed.

The implication of this is that no two ECDIS are likely to be configured identically, so if a pilot arrives at onboard with no knowledge or understanding of what to expect from a system, how can he impart his knowledge to the bridge team? How can he ask, for example, for soundings to be displayed, if he is not aware that this option is configurable? How can he alert Port State Control to deficiencies in a ship’s navigational fit if he is does not understand the legal aspects of ECDIS installation and employment?

The author, Mike Pearsall, delivers an ECDIS course to pilots from the Port of London Authority (PLA)

Recently, there has been some debate as to how pilots should be trained in ECDIS but gradually it seems that the need to take ECDIS seriously is gaining momentum. The United Kingdom Maritime and Coastguard Agency states that to revalidate a Certificate of Competency (CoC), they “accept time spent as pilot as suitable”, but in light of the new STCW amendments, certificate holders must have completed [generic] ECDIS training. Those individuals who have failed to do so will have their CoC endorsed “Not for use on ECDIS equipped ships” upon re-validation. There is no requirement to complete equipment-specific ECDIS training.

In summary, for those pilots who require a valid CoC to work within their authority, they will need to have completed an IMO 1.27 ECDIS course in order to revalidate after 31st December 2011, when the STCW amendments come into force. However, even for those that don’t require a valid CoC to work as a pilot, Don Cockrill, Chairman of the UKMPA points out, “clearly from a professional perspective [ECDIS training] is desirable and there may be post-incident legal implications for a pilot that has not undertaken any appropriate ECDIS training”.

To date, ECDIS Ltd, global providers of flag-state approved ECDIS training, based in Southampton, UK, has trained pilots from Nigeria, Kuwait and the United Kingdom and during the course of writing this article, the author has personally delivered an IMO 1.27 generic ECDIS course to two groups of pilots from the Port of London Authority (PLA). Within the UK, the PLA has taken the lead in training their pilots in this new technology, and to assist the process, ECDIS Ltd have developed additional bespoke modules for their course. These extra modules include familiarisation with a range of different manufacturers’ systems, as well as an exercise that highlights an incorrectly and dangerously configured system that, to an untrained eye, might appear to be without fault.

John Clandillon-Baker FNI, PLA pilot and editor of The Pilot, the magazine of the United Kingdom Maritime Pilots’ Association (UKMPA), stated that he and his colleagues both “needed and wanted to undertake ECDIS training to better understand the new technology”. Realising that “without paper, ECDIS is a fundamental feature of ship’s safety”, John said they were keen to “be able to utilise certain basic functions” and to ascertain faults with a system setup.

Kevin Vallance of Europilots, summed up in his report to Trinity House following the inaugural ECDIS Revolution conference, held last November. He said, “It appears to me that the challenge for pilots is that in embracing fully the benefits to safety of navigation that ECDIS can give us, we must also be wary of any problems, wither foreseen or unforeseen, which can occur.”

By Mike Pearsall

Business Development Manager, ECDIS Ltd

Introduction

The emergence of new technology in the field of maritime operations has seen most facets of fleet operations computerised or digitised in the quest to build, display and manipulate technology to our advantage.  It is therefore surprising that many fleets are still navigating using paper charts, as the advantages and efficiencies available if ECDIS systems are used properly for navigation are significant.

Following a number of high profile groundings and the perception that ECDIS systems can save money, many fleets have made the bold decision to embark on a fleet wide ECDIS fit.  As the first to do so, they are pioneering the use of ECDIS at sea.  In short, these pioneers are showing that it is feasible to trust this new technology and make it work.  However, for those that wish to follow their example the task can seem more than a little daunting.  Faced with a blank piece of paper you now need to formulate a plan to ‘go digital’.

Going Digital

The transition to digital is not a case of simply buying any ECDIS system and hoping for the best.  This may seem the easiest option, but I can assure you that what looks like the light at the end of the tunnel is the headlight of an oncoming train.  Instead, this should be viewed as a major project that requires significant thought and planning.  The process can be simplified if we break it down one step at a time to ensure that all data is captured:

Step 1 – Capability Requirement i.e. Establish what you need.

Step 2 – Additional Requirement i.e. Consider the wider implications.

Step 3 – Consolidation i.e. Have we missed anything?

Step 4 – Equipment Purchase and Fit i.e. Make a decision on equipment and fit programme.

Step 5 – Training i.e. Start training.

Step 6 – Digital Transition i.e. Go paperless.

Step 1 – Capability Requirement

First, it is necessary to establish exactly what you need with regard to the ECDIS, both in terms of navigation and operations.  The point is that making the digital transition is more complicated than just choosing a system to plan a route from port to port – the equipment must be suited to the nature of your operations.  Therefore, due consideration must be given to thinking through all the evolutions that were conducted using paper charts to ensure that they can be achieved on ECDIS with suitable back up, redundancy and the robustness that is required in your fleet.  A list needs to be made of what your expectations are from ECDIS.  If they cannot be met, will you ever truly be able to ‘go digital’?

Navigation

Essentially, you must consider whether or not you wish to transfer your existing paper navigational methods and procedures to ECDIS.  If so, with regard to the equipment, ask yourself the following questions (not exhaustive and in no particular order):

• Can we plan berth to berth?
• Can we utilise headmarks, sternmarks and beam marks in our planning?
• Can we utilise wheel over bearings?
• Can the system construct accurate turns utilising Advance and Transfer?
• Can the system calculate turns when a tidal stream is present?
• Will it accept tidal and environmental information such as Admiralty Total Tide?
• Can it utilise our shape, characteristics and hydrodynamic data for precise navigation?
• Who will produce and input ship specific (perhaps confidential) information into the system?
• How will the navigator brief the port entry and exit if there is no paper chart to display?
• Can we network a printer to print out screenshots (for the navigator’s notebook, for example)?
• Can we print out passage plans and related information?
• How are we going to operate in areas of GPS denial?
• Does it work well without GPS?
• Can we manually fix position with visual bearings?
• Can we manually fix position with radar ranges?
• Can we plot a position using transferred position lines?
• Can we plot horizontal and vertical sextant angles?
• Can we accurately define safe water in confined waters?
• Can we construct Limiting Danger Lines?
• Can we construct Clearing Bearings?
• How will navigation be conducted in emergency for example, when operating from the emergency conning position without paper charts?

Of course, not all considerations above will be relevant to you, but care must be taken to ensure that the requirement is captured as not all systems can achieve all of the above list.

Operational

With regard to the operational aspect of ECDIS, consider the following (not exhaustive and in no particular order):

• How are we going to plot our helicopter position?
• How are we going to plot the location of our tenders?
• Can we use the system for management of assets?
• Can we display weapon arcs and effective ranges for onboard security teams (anti-piracy)?
• Can we display overlays to aid counter piracy?
• Can it display bespoke chart products that may be available for your operations?
• Does it offer greater security with regard to login?
• Can I plot different grids for us on operations?
• Can it help with vessel protection with the growing aspiration to use ECDIS for anti-piracy?
• Can it make areas alarmable?
• Can we feed data from onboard command systems in order to improve spatial awareness?
• Can it be utilised for bespoke tasks such as for oil slick plotting, for example?
• Can it be used in conjunction with optimum route planning software?
• Can it be used in conjunction with shipping databases such as Lloyd’s Register Fairplay?
• Can the system predict a MOB position using set and drift or is it just a reference point?

ECDIS equipment capability has advanced considerably over the years and varies from system to system.  Not all systems will be able to achieve the above lists, but some can.  At this stage please consider taking free independent advice from ECDIS Ltd as to the most appropriate system for your needs.  However, to reiterate, first and foremost the system will be utilised as a navigation aid.  Therefore, it is vital to ensure that the system can reflect your standards of chart work and navigation.  If it cannot, then you may have to change your tried and tested methods.  Consider that if the chosen system cannot achieve your requirement, does that mean you will be forced to make some paper charts available from time to time?  If so, this would clearly defeat the aim, which is after all, to go fully digital.

It is at this early stage that a decision needs to be made as to whether the plan is to equip the fleet with a single equipment solution, or whether different types of equipment spread amongst the fleet will be considered.  Clearly, the ramifications of fitting your fleet with varying types of equipment will be enormous, from different levels of capability and an inability to transfer data between systems to the need to produce multiple training streams for crews, technical training for engineers and so on.

Step 2 – Additional Requirement

Experience has shown me that the cheapest option on paper may end up being the most expensive overall when you add in the other elements beyond the initial hardware tender.  Training, for example is a significant factor, as is integration of existing sensors and hardware.  It may be too late to change once you have bought a system for the fleet so this is where you must ensure the longevity of your system and do as much as possible to future proof it.  Ask yourself again, what do you want the ECDIS to do?  Let us now consider the bigger picture (not exhaustive and in no particular order):

Hardware

• Is there an ECDIS system that best suits your class of ship (fast ferry, for example)?
• How many vessels require fitting with ECDIS?
• What is the cost of fitting?
• Where are the vessels going to be fitted (fit cost may vary dependent upon location)?
• How many systems do you need – two per ship?
• 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 a LAN?
• Do you want an additional remote terminal for planning or emergencies?
• Do you need repeats in the Captain’s cabin, charthouse or operations room?
• Do you need a repeat in the machinery control room for MARPOL purposes?
• Do you want to store spare parts to support your fleet?
• How much are spare parts?
• What is the availability of spare parts?

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 integrate 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.

Software

• 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?
• How much are additional software licenses?
• How much are the inevitable upgrades to the software and presentation library?

Charts and Miscellaneous

• Can the manufacturer provide equipment procedures and check-off cards?
• Can the system utilise the charts that you are used to?
• Do you require ENCs and RNCs?
• Do you require DNCs?
• Do you require Ice charts?
• Can it display the Admiralty Information Overlay?
• Will you require an additional (appropriate) folio of paper charts?
• How will folios be updated?
• Will the systems be linked to the internet for updating purposes?
• If connecting to the internet an approved firewall and antivirus protector are required.

Training

• Is there training available with the manufacturer?
• Is there Flag state approved training on this equipment in accordance with STCW?
• Is there equipment specific training available on this equipment?
• Is there an option to purchase the approved training course to save the cost of time and money in producing one ‘in house’?
• Do you require technical training for your engineers and maintainers?

Training is integral to a successful transition from paper charts to ECDIS.  Crews need to be properly trained in the use of their system in order to navigate safely.  This is not something that can be taken lightly as training cannot be conducted in a few hours.  ECDIS presents a step change in the way we conduct navigation at sea, and as a critical system this needs great care and consideration in order to get the most out of the equipment whilst maintaining safety.  The following courses will be required:

• A Flag State approved IMO 1.27 Model ECDIS Course (40 hrs or 5 days).
• Equipment Specific training course if different manufacturer’s equipment has been fitted (recommended duration 8 hrs or 1 day).

It is essential that training is considered well in advance of the ECDIS fit to reduce the period of time between training and onboard use to avoid skill fade.  Note that some Flag states such as the MCA now require equipment specific training in addition to the 5 day generic ECDIS training course.  This ECDIS ‘ship specific equipment training’ should relate to the make and model of the equipment fitted on the ship on which they are currently serving.  That is to say, it will be necessary to attend a training course for each different system a Master or Navigation Officer is expected to operate.  Although this has been part of ISM for some time, the MCA specifically states that ‘trickle down training’ (i.e. one officer training another) is not acceptable as, inevitably, it leads to incomplete knowledge of the equipments capabilities, and especially the lesser used functions, being passed on.

It can be seen therefore, that the training burden is significant if multiple systems are in use throughout the fleet and where Flag State approved generic training is not available on your chosen system.  Due consideration must also be given to the fact that the above courses are not necessarily for life as they may need to be undertaken at stated intervals or if the equipment significantly changes.

The training element is going to take a lot of time, particularly with a large fleet.  However, you do not need to wait for the fit programme to start before embarking on the training programme.  By doing so you will alleviate pressure and have trained personnel ready to begin the next phase of the project.

Step 3 – Consolidation

Now take a step back and make sure that you are not missing anything before purchasing the equipment.  What are the key elements that must be satisfied when choosing your ECDIS?  You must be able to place a tick in the box next to all of the below questions at the beginning of this adventure, or you are slowly heading towards the inevitable disaster!  With regards to the equipment:

Step 4 – Equipment Purchase and Fit

All the work conducted producing the requirement is now complete and the effort expended will hopefully be rewarded.  The next stage is to make a decision on which equipment is the most appropriate for your needs, based upon the work conducted in the earlier steps.  If you are intending to conduct training ‘in house’, then consider Step 5 prior to purchasing equipment as there are additional purchases and considerations to make.  Once the decision is made the equipment can be purchased.

When constructing the fit programme consider what ships will be fitted first and last.  Of course, this may ultimately depend on the fleet operations, maintenance and refit schedule.   It is worthwhile documenting lessons learnt from the first fit so that mistakes are not duplicated throughout the fit.  Furthermore, if possible, maintain some form of continuity of fit personnel to ensure that standards are maintained with as few irregularities between ships as possible.  Once equipment is fitted it is essential that the equipment is properly integrated with sensors, aligned with Radar Image Overlay (RIO) if applicable and tested with a set to work package to ensure that what you have fitted meets with expectations.

Step 5 – ‘In House’ Training

If you are considering conducting training yourself, or ‘in house’ training, then you must consider the time and manpower cost of producing the following:

• A stand alone ECDIS course, bespoke for the equipment purchased.
• Gaining Flag State Course approval.
• Classroom equipment and training consoles.
• Training licenses for software.
• Provision of a bridge simulator.
• Integration of ECDIS into the bridge simulator.
• ECDIS instructors.

All the above takes considerable time, money and most importantly, expertise.  I cannot emphasise enough the importance of considering training at the very beginning of the process.

Step 6 – Digital Transition

The final phase of the process is to conduct the transition from navigating with paper charts to being accredited to navigate paperless using ECDIS.  Note that this depends upon your Flag State and it is therefore crucial that you seek advice from Flag, who may have to be involved in this process to ensure that you meet their standards.  It is recommended that a lead ECDIS inspector be nominated to manage this process and to act as liaison between the Flag authority and the Fleet as required.

It may also be prudent to construct a short ‘in-house’ accreditation process to risk assess the ship’s ability to ‘go digital’.  This would ultimately ensure that the crew are confident and competent to operate using ECDIS as safe as they could on paper.  This is the most enjoyable part of the process as you see the results of good training and planning come to fruition.

The following are examples of assessed serials that could be included as part of any risk assessment process:

• System set-up
• Safety settings
• Administration
• Documentation
• Procedures
• Berth to berth planning
• Pilotage
• Blind Pilotage
• Coastal Navigation
• Anchoring
• Fixing
• Operating without GPS
• Loss of sensors

The risk assessment serials could be conducted in a simulated environment, although the preferred option should always be to conduct them at sea.  It is a recommendation that only when you are content that this has been achieved should you authorise the reduction of paper folios down to that required for RCDS mode or in accordance with your company policy.

Summary

ECDIS is coming and it cannot be stopped.  Inevitably every fleet will make the transition from paper charts to ECDIS in due course.  It is not only the advantages and efficiencies that can be recognised by using such equipment, but also that new build ships are now being fitted with them.  Going digital need not be a headache if properly thought out, planned and resourced.  Take heart in that it is achievable and has been achieved by many fleets already.  What invariably seems an expensive and lengthy process can actually end up being cheaper and quicker than perhaps was first thought.  Remember, there is no requirement to work hard reinventing the wheel when there is a tried and tested solution out there.  Remember that we are here to help you at every step.

By Malcolm Instone

Director of Operations & Standards, ECDIS Ltd

19 April 2011

ECDIS Ltd have successfully gained accreditation from the Nautical Institute for their Type Specific ECDIS training course. The Type Specific accreditation is the first of its kind in the world and is available now on a number of different ECDIS systems including OSI, PC Maritime, Transas and Kelvin Hughes with JRC, Simrad and Totem Plus coming soon. Courses developed around the remaining leading ECDIS systems are planned in the near future.

ECDIS Ltd training courses prepare the Mariner to use ECDIS systems to navigate safely, ultimately helping to reduce ECDIS related incidents and loss of life at sea. The Type Specific course is one day (8 hours) and includes presentations and practical exercises to ensure the trainee gets comprehensive training in the subject matter whilst building upon knowledge gained during an IMO 1.27 model course.

Experienced ECDIS navigators delivering Type Specific training on various systems

Mark Broster, Managing Director of ECDIS Ltd says,

“We have responded to those mariners asking for more flexible and diverse ECDIS training by providing both STCW 1.27 Generic, and Type Specific training, as required by Flag and ISM respectively. ECDIS Ltd is unique in its ability to deliver both certificates, every day of every week, anywhere in the world. It takes time for our experts to develop each type approved course, but with such courses now being delivered by ECDIS Ltd, companies can plan for their necessary certification.”

John Dickinson, the Nautical Institute’s Head of Delegation @ IMO, adds,

“The type specific ECDIS training offered by ECDIS Ltd has now been accredited by the Nautical Institute (NI) who are satisfied that the training meets the high standards that are set out in the NI publication ‘ECDIS & Positioning’. We acknowledge the continual research and development of ECDIS Ltd into creating robust and comprehensive ECDIS training courses. Working with the leading manufacturers allows them to provide the training solutions required.”

Mal Instone, Director of Operations & Standards, adds,

“ECDIS systems offer numerous benefits compared to conventional navigation and are considered to be a significant step towards safer navigation. Experience and investigations show that many mariners are not sufficiently familiar with the basics and proper use of ECDIS. Therefore, proper training and education for watchkeepers and navigators are vital if the safety benefits of ECDIS are to be realised. Knowing how to make proper use of electronic chart systems is fundamental to safe navigation, and this new course highlights our commitment to further that premise.

Ends

ECDIS Ltd
ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N). They specialise in providing Flag State approved IMO model ECDIS courses to be taught on any IMO accredited ECDIS. Static training is delivered in their Southampton Training Centre and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it. ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1000 mariners. Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas.

For further information:

Malcolm Instone
Director of Operations & Standards
ECDIS Ltd
First Floor
Forum 3 Parkway
Solent Business Park
Whiteley
Fareham
PO15 7FH
United Kingdom

Tel: +44 (0) 1489 611665
Email: instone@ecdis.org
Web: www.ecdis.org

Remarkably, even though ECDIS has been accepted as a replacement for paper charts since 2002 and despite the resounding benefits of ECDIS navigation, in safety, time and cost, it is believed that only 5000 ships worldwide have an ECDIS fitted so far. So why is that? Cost, confidence or capability?

Well, we all know cost is a major ‘conning’ factor, but according to those who’ve already made the transition (not through mandation but choice) it’s actually found to pan out about equal compared with maintaining a paper chart outfit. So maybe it’s confidence in capability? Well ask anyone who’s made the ‘full’ transition whether they would go back to paper…there might just be a ‘little’ resistance! Even a ‘half way house’ where paper is supposed to remain the primary chart mode – operators would probably start to feel very uncomfortable if you took the ECDIS away. So if that’s the case and you’re sitting on the guard rail, surely it’s time to start investigating what risk is actually involved in moving the paper chart into the archives and letting go.

So as an overview of critical considerations in order to make the transition, the following may help:

ECDIS Vs ECS

There may still be a misunderstanding of what the problem is and why it’s so complicated – surely everyone’s already using electronic charts aren’t they? Well there is a fundamental difference between the two main ‘types’ of electronic chart operating system in the first place – an ECS (Electronic Chart System) and an ECDIS (Electronic Chart Display and Information System). The former is not accepted as a replacement for paper charts whereas the latter is. For an ECDIS to be an ECDIS, it must be type approved by a recognized authority to meet performance standards detailed in IMO Resolution A.817(19) as amended – specifically MSC232(82) from 01 Jan 2009 as the latest, (as well as being affected by many other associated bridge equipment standards), which in doing so can allow it to be used in lieu of a traditional paper chart (provided a suitable backup is available). It is also important to realise that if at any time an ECDIS ceases to meet the requirements – for example, by using unofficial charts, having incorrect user settings (non-IMO mode) or losing a critical sensor, the system ceases to meet those performance standards and reverts to being an ECS. Such control measures have been developing for many years now with the first set of performance standards being issued in 1995.

An ECS is useful but an ECDIS can replace paper charts – which could be a cost saving, but one that’s also already been risk assessed by the IMO. Provided it’s used correctly…

Training Vs Effect

So what about the cost of training? Do we really have to be trained in how to use an ‘electronic’ navigational chart? Can’t we just figure it out based on paper skills? Surely digital navigation is easier than paper navigation? Well all of these questions are understandable but there are significant reasons why training is so important, especially if you’re talking about risk reduction. ECDIS navigation is probably easier than paper navigation but it’s only safe once the user knows the limitations and risk of overreliance. However, before it gets easy to get it right, traditional navigators are wary – and for good reason: It’s different and it’s not just simply another new system, it’s a critical system – one that changes the way a bridge is managed. Conversely, young navigators are over confident – all hail GPS! The risk is in how ECDIS is operated – it’s not just money at stake, it’s safety of life as well – it’s safety of navigation – it’s a machine and we’re humans…I would recommend for anyone involved in ECDIS navigation to read the MCA’s ‘The Human Element’ after all with 2 ships sinking, 18 collisions groundings and fires costing $4 million every day, two thirds of which humans played the dominant part…the human-machine interface makes a difference.

ECDIS adoption

• Choose ECDIS and Data.
• Check flag State requirements for fit, training and accreditation (avoid fit prior to training to prevent untrained ‘de-facto’ ECDIS navigation).
• Generic training (STCW) IMO1.27 ECDIS Course (check accepted by flag State).
• Type Specific training (ISM) chosen ECDIS familiarisation course (for each deck officer prior to joining).
• Fit ECDIS in a timely manner to avoid skill fade from training.
• Develop Safety Management System including CSOs while maintaining paper primary.
• Obtain flag State survey and accreditation (if required by flag State) for adoption into Safety Equipment Certificate and approval to operate paperless.
• Commence using ECDIS as a replacement for paper charts.

ECDIS Ltd (www.ecdis.org), based in Southampton, UK, are an organisation that specialise in providing ECDIS mandation solutions for a wide range of different manufacturer’s systems, as well as being the world’s leading provider of ECDIS courses. The MCA flagship course, delivered both directly by the company and also by other schools and organisations on a sub-contracted basis, is based on the IMO 1.27 course model, but features additional emphasis on crucial topics such as additional sensor integration and the continued use of ECDIS following the loss of sensor inputs (the minimum being heading (gyro compass), speed (log) and a GNSS system, typically GPS). Once the background and principles of ECDIS have been covered, the primary aim of the course is to discourage over-reliance on a computer and to remind the student that in the same way as paper navigation did not depend on having GPS, neither does ECDIS. Indeed, throughout the course, the continuing emphasis is risk mitigation – an ECDIS is a significant tool for situational awareness and a valuable aid to navigation, but it must be proved correct.

Coverage Vs Implementation

With the latest ECDIS performance standards having been in force since 01 Jan 2009 modern systems are far beyond that of a few years ago, all the 800 major ports and the majority of the world expected to be covered by ENCs mid 2013, the 6 year ECDIS implementation plan of ship fits starting next year coupled with the Manila Amendments clarifying STCW ECDIS training requirements coming into force 01 Jan 2012, the world is moving into the digital age swiftly. The choice of going fully digital or staying with paper is still up to the shipping companies but the fitting and training may not be. The sooner arrangements are in place to start the fleet / on-board development of digital navigation procedures then the better the system will be by the time paper charts start disappearing. The greater the understanding of the complexities, the safer the transition will be. There are now structured ECDIS navigation safety management systems out there which can be used to great effect through lessons learnt.

Variety Vs Quality

There are currently around thirty-two manufacturers of ECDIS systems which, whilst meeting the statutory requirements, do so in considerably different ways. Most systems also include a vast number of additional features, such as sailing directions or ephemeral overlays. The e-Navigation centre, based at ECDIS Ltd’s headquarters in the United Kingdom, an array of different manufacturer’s terminals is on permanent display, including Transas, Kelvin Hughes, OSL, PC Maritime and Totem Plus. Every system can be connected to the on-site simulator which allows potential buyers a unique opportunity to compare and “try before they buy”, as well as giving students the chance to witness some of the system variations.

ECDIS manufacturers: 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 Marine, Offshore Systems Ltd (OSI), PC Maritime, Raytheon Anschütz, Rutter Technologies, SAM Electronics, Samsung, Sea Information Systems, Simrad, Sodena, Telko AS, Tokyo Keiki*, Totem plus, Trancomm Technologies, Transas.

Some of ECDIS Ltd’s customers include high-profile shipping companies such as Vela Marine, Ceres LNG and Ventura Petroserv, as well as various navies, pilot authorities, inspecting officers (PCSOs), accident investigation bodies and other training providers.

Competence Vs confidence

At the recent ECDIS Revolution conference held in London, a key point raised was that even after generic and type-specific training, it takes some months of operating with an ECDIS onboard before operators are comfortable enough to go fully paperless. Forcing the pace of this is undesirable but sitting back promotes skill fade.

Risk reduction is in choice of system, timely fitting with proper training and an educated safety management system to set to work digital navigation before skill fade sets in. If in place and used correctly, ECDIS can enhance safety of navigation globally and before too long… be more cost effective than paper charts.

By Peter Thornton

Director, Development, ECDIS Ltd

As a historical comparison the onset of ECDIS could be said to be as significant as putting steam powered engines and propellers on sailing ships. The comfort blanket of the much loved and respected paper chart is fast disappearing and being replaced by 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 warrants the removal of ‘sails’.

For those that distrust these systems, much of the distrust can be put down to the lack of proper training that would give the operator the ability and confidence to use the equipment efficiently and effectively. The need for training is justified by the large numbers of ECDIS related incidents at sea. We all read about these incidents and with the benefit of hindsight pass judgement, but this could be you joining a ship with ECDIS, without adequate training. Ask yourself whether you would you be able to utilise the system safely and effectively? Are you willing to take the risk of not conducting adequate training? One thing is certain, when used by properly trained operators ECDIS provides enormous benefit for the mariner over existing paper charts. Such benefits include:

• Increase in spatial awareness and efficiency – This ultimately means the operator has more time to look out of the window.
• Fusion of navaid information – Pools information feeds to assist in compiling your picture (e.g. Radar Image Overlay (RIO), AIS and NAVTEX).
• Increased safety in dangerous conditions – If you can prove the ECDIS derived position correct you can judge yourself to the nearest point of danger very accurately.
• Fast, accurate passage planning and re-planning
• Automated, fast, accurate chart updates

It is my opinion that the concept of ECDIS systems can be likened to that of radar sets. Radar sets are subtly different in the way they look and the software they use, but on the whole they all contain much the same functionality. The challenge is to know where to find that functionality on the system you are using. The existence of multiple systems in Fleets makes this challenge greater, although for those that are waiting for the day all ECDIS menus look the same do not get too excited. One only needs to look at radar which has been around for decades to see that it is highly unlikely. It is therefore incumbent on the purchaser to choose their ECDIS system with care so they have the functionality to meet the task (minimum performance standards laid down in IMO A.817(19)). Furthermore, it is essential that adequate training is available so the operator is able to get the most out of their ECDIS and understand both capabilities and limitations of the equipment. Playing around with an ECDIS for a couple of hours is not enough to warrant navigating with it. There is no substitute for proper training.

I have listed some advantages of ECDIS over paper charts, but what does ECDIS offer the operator in terms of functionality and time saving during the Route Planning process (Appraisal, Planning, Execution and Monitoring), and what are the shortfalls of using such systems for this purpose?

1. Appraisal – Gather Information

a. Data

Firstly, without data an ECDIS system is useless. It is the quality of data within it that is the basis for navigational safety. It may therefore be prudent for the would-be ECDIS purchaser to choose a quality, reliable data product first before purchasing an ECDIS that can utilise it, rather than the other way round. There are two different types of data product available for use in ECDIS, Raster and Vector charts. Raster charts are high quality scans of paper charts whereas Vector charts are databases that use ‘objects’ in the database to create a customised display. There are official variations of each data type, called Raster Navigational Charts (RNC) and Electronic Navigation Charts (ENC). Both terms sound non-specific but are in fact very specific:

- RNCs by definition are official charts as their official status is based on the premise that they must be constructed in accordance with IHO publication S-61 i.e. standardised and issued by a government authorised Hydrographic Office (HO).

- ENCs by definition are official vector charts as their official status is based on the premise that they must be constructed in accordance with IHO publication S-57 i.e. standardised and issued by a government authorised HO.

With the existence of Private data produced by companies independent of HOs it is prudent to tread with caution in order to ensure that your data product is official.

When installed with data, ECDIS systems can utilise a number of different products of both RNC and ENC format to suit the mariner’s needs. The system is also capable of giving visibility of holdings so that you can see which charts are available within your system folio. This can be displayed as a list of available charts or as in the screenshot below, as an overlay similar to that shown in a chart catalogue.

• What data products can your ECDIS utilise (SENC data such as TADS?)
• Do you have sufficient coverage of ENCs for your route?
• If you do not have sufficient coverage of ENCs, do you have sufficient RNCs?
• If using 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.

b. Cell & Object Interrogation

The obvious advantage when using ENCs is the ability to interrogate it to view information on the cell and objects within the cell (see screenshot). Effectively, it provides access to an encyclopaedia of information that the operator can access. In future this may include the integration of a huge number of information sources such as Admiralty List of Lights & Fog Signals (ALLFS), for example in order that all relevant information is available at the operator’s fingertips. However, before you get excited at the prospect, there is a lot of work required before this vision is achieved. Moreover, access to this information on ECDIS systems is not yet as user friendly as it could be. For example, it is not always possible to get a sufficient explanation of an object, particularly when interrogating ECDIS Chart1 and it can take a long time to find the information required. Many systems do not prioritise the interrogated object at the top of the list of those available in the cell and as such it can take time to cycle through the list before you find what you are looking for. It should be noted that although RNCs are scans of paper charts, when interrogated they also provide limited information about the chart such as Title, Scale, Projection and Updates, but objects within it cannot be interrogated.

c. Tidal & Port Databases

Some systems offer additional databases such as tidal curves (see screenshot below) and prediction data to aid in calculating HW, LW, tidal heights and predicted TS. However, before committing to such databases, it is worth considering where the data is from, whether it is official data and if or how it can be updated? Not all Flag States approve data provided by ECDIS manufacturers, with some stating that only Admiralty Total Tide (ATT) is acceptable (most systems are able to integrate ATT). The environmental data in some systems may be official, in that it has been purchased from official sources, but it does not necessarily state exactly where it is from, so be careful. Some systems are able to provide their own database of worldwide ports and port information to aid the Mariner whilst others can be integrated with existing publications such as Lloyd’s Fairplay. If utilising databases provided by the manufacturer then consider how the database is updated and whether information can be updated by the user as changes occur.

d. Safety Contour & Safety Depth

The ability of an ECDIS system to highlight a given Safety Contour based on a set Safety Depth is one of the great advantages of the system. ECDIS uses an operator configured safety depth to display a safety contour that differentiates safe water from that which is unsafe. However, the lack of contour data currently available within ENCs means the operator is not yet able to fully harmonise the Safety Contour with the Safety Depth.

2. Planning – Route Creation & Checking

a. Route Planning

Route creation on an ECDIS can be fiddly and frustrating to start with, but when practised makes the process much quicker. For example, if you were constructing a Great Circle route on paper charts it would be fair to say that this would require knowledge, skill and a significant amount of time! However, constructing a Great Circle route on ECDIS takes seconds as waypoints are placed at the click of a button. Moreover, there is no need to rub out your past track and re-plan or transfer waypoints from one scale of chart to another as waypoints are placed on all available charts for its position. Once the Route is complete you are presented with all the information relevant to the route. Enter your ETD and it will calculate your arrival time based on planned speed or enter your ETA and it will calculate when you need to depart. If you enter your ETD and ETA the system can calculate the necessary speed required to meet the ETA i.e. SOA. Some systems can calculate the effect of tide on your route timings and even calculate Under Keel Clearance based upon an entered draught. Once the plan is derived it can be saved and used again and again or even copied to disc and shared amongst a Fleet of ships.

However, the route planning function varies between systems with some being easier to use than others. Furthermore, some systems lack functionality with regard to producing Great Circle routes. For example, not all are able to split the curved line into individual Rhumb Lines, whereas other systems provide detailed options such as limiting latitudes, number of segments, length of segment etc. It must be noted that not all systems can calculate SOA based upon an entered ETD and ETA.

b. Route Checking

ECDIS systems have the ability to check the planned route for dangers. However, be careful as the check only looks within the Cross Track Distance (XTD) or Corridor of the route, so ensure that it is correctly configured to cover the required area. The wider the XTD the more alarms will be generated, although this is not a reason to reduce it below what is required. The check looks for set parameters which could be system defined as well as operator defined, depending on the system. If your system offers the ability to configure the search beyond set parameters, ensure that what you want the system to search for is selected. Also, when checking the route it is important to ensure that the correct display setting is selected (see screenshots below). In the left hand screenshot the system is in the Standard display and the route check is highlighting a Danger, although it is not shown. In the right hand screenshot the display has been set to Custom and Isolated Dangers have been selected for display. The highlighted symbol is now displayed (non-dangerous wreck). Another frustration when using ECDIS systems to check a route is that it may highlight the same danger on multiple occasions without recourse for the operator to clear the specific danger in one action.

When conducting the check of the route, the system will only check ENCs and not RNCs, unless there are manual alarmable constructs within the XTD. The inability of most systems to highlight gaps in ENC coverage for your route therefore necessitates that a manual check on the best scale charts be conducted for the entire route. Note that this can be time consuming but comes highly recommended! Once the Route has been checked, additional information pertinent to the route can be added. The system can even be configured to alert the operator of such notices. Considerations at this stage are how best to display the information so that it can be clearly seen by the operator. Note that the font size is constrained on many systems and symbology is also limited. Personally, I used to favour a ‘cloud and arrow’ approach on paper charts to draw attention to supplementary information, but this is not necessarily available as a symbol in ECDIS. You must therefore make use of whatever is available and what works for you. Perhaps technology will allow the use of light pens to add such information in future?

Some ECDIS route planning tips:

1. Screen into ‘large’ or ‘planning’ screen format.
2. Orientate the chart to show the beginning and end of the route to get a ‘big handful’ feel for the route.
3. Create a blank canvas by hiding all old routes, constructs etc.
4. Begin with waypoint plotting in the general area of the start and end of the route.
5. Select either Rhumb Line or Great Circle route etc.
6. Zoom in to a more appropriate scale to modify the start and finish waypoints and ‘massage’ waypoints to account for TSS etc.
7. 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.
8. Check Zones of Confidence (ZOC) or Source Data Diagrams and amend the route or highlight as necessary.
9. Set Safety Depth and Safety Contour values.
10. Conduct a system check of the route at an appropriate XTD to allow for deviations, collision avoidance etc.
11. Once all alarms have been checked and verified, check the route in its entirety on 1:1 scale by manually scrolling along it.
12. Add relevant additional information and manual corrections.
13. Double check Distance / ETD / ETA and Tidal Constraints.
14. Protect the route as necessary and save a back up.
15. 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.

3. Execution & Monitoring – Interpretation & Cross-check

a. Configuration

It is essential that the system is set up correctly prior to executing the route or important information will not be displayed. This relates to settings for display, data for the vessel itself and the configuration of Alarms on systems that allow it. For display purposes, the amount of information must be configured prior to executing the route and for this purpose 3 types of display must be available for use with ENCs; S52 Base, Standard and All Other. The ‘Base’ display (bottom left screenshot) provides a minimal amount of information and represents data that cannot be removed from the display. As such, the Base display does not provide enough information for safe navigation. The ‘Standard’ display (centre screenshot) incorporates the Base display plus additional features to provide a more appropriate display for safe navigation (of note it does not include Soundings). The ‘All Other’ display (bottom right screenshot) presents all layers of data and I would suggest that this provides too much information for effective navigation. This is because the volume of data shown clutters the display making it difficult to see safety critical information. Therefore, most manufacturers provide an extra display category, normally called ‘Custom’ that allows the operator to configure their display to incorporate information between Base and All Other. Some systems also allow the saving of such displays so that the operator can customise displays for all environments such as Pilotage, Coastal, Open Ocean, Anchoring etc., selecting them as and when required. However, due to the sheer volume of settings and configuration that is possible, it is recommended that check-off cards be produced to cover all environments. Remember, too much information is as dangerous as too little.

b. SCAMIN

The system auto-filter means that unless you are navigating on the best scale chart, you will not see all the information available for display. Therefore, when zooming out the system will automatically deselect certain features from display such as Soundings, Lights and Topographical detail. The only way to ensure that your display is not affected by SCAMIN is to always ensure you are navigating on the best scale chart! It is therefore essential that the operator knows how to select the best scale chart on their system.

c. New Symbology

ENCs have brought new symbols that must be learnt and understood, like the two featured below.

d. Fixing

The ECDIS system tirelessly fixes and records ship position based upon the primary fixing system (GPS or DGPS), whilst searching the track ahead for risky or even dangerous conditions such as Traffic Separations Schemes, charted wrecks and shoal patches. The system is also capable of loading charts automatically as you execute your passage, based upon ship position. Additionally, ECDIS also offers high levels of confidence by fusing different fixing modes (GPS/Visual/RIO) into one display. Manual fixing functionality is also provided, although some systems provide more functionality in this regard than others.

e. Precise Navigation

If the positional information is accurate, the system can be used to give valuable information about a ship’s position when turning in confined conditions. Some manufacturers have developed precise navigation tools such as the Docking Mode function that allows detailed information on the forces at work on the vessel to be viewed in a separate panel. Furthermore, functions such as the Predictor can also be used to predict the future position of the ship based upon real-time influences on the vessel such as wind, tidal stream, acceleration and deceleration and Hydro-dynamic data (see screenshot below). When used correctly, both are excellent tools to reassure the operator of what is being seen out of the window “this looks a bit tight, we need to put more wheel on – ECDIS concurs…”

4. Chart Installation & Updating

The days of updating and correcting charts in the charthouse are numbered, but do not ditch those tracings just yet. In my experience the one component of ECDIS that is guaranteed to ruin your day is the inability to update your system or install charts. Remember, it takes time and system knowledge to complete installation and updating effectively. It is worthwhile timing how long it takes your system to conduct a small and large update so that you are aware of the timescales involved. Remember, after updating the system you will need to check your route again to check for new dangers. Ensure that you are getting your weekly permit updates and that they are updated prior to any charts. Furthermore, be extremely careful when using USB sticks and CDs to transfer information between systems and computers as ECDIS systems lack virus protection. It is recommended therefore that the transfer of information between systems only occurs within the LAN and that any USBs or CDs are virus checked prior to being used. It is also prudent to back-up your system regularly. This undoubtedly needs to be carefully controlled in ship’s procedures.

If you are considering linking your ECDIS to the internet for chart updating purposes, consider the following:

1. Do you need to? Do you have an adequate feed of information from navaids such as NAVTEX and a system in place to plot it on the ECDIS? If so, do you require such a connection?
2. 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.
3. Will the system cease safety monitoring for the period it is updating?
4. What is the cost of updating via internet connection?
5. Will the system automatically highlight new updates so the operator can view their relevance relative to the planned route?

Legal Implications

Legally, in order to navigate using ECDIS as the primary means of navigation, that is to say ‘go paperless’, then the following must be achieved (flag state dependent):

1. ENC coverage for the entire route (ENC = official data).
2. Equipment must be in accordance with IMO Resolution A817(19) (Performance Standards). If it is not, then the equipment is an ECS and is not legally compliant.
3. Training must be adequate. At present that means conducting a Flag State approved 5 day IMO 1.27 ECDIS course, and a Type Specific course on the equipment to be used at sea. The use of CBT alone is not sufficient.

Always consult your Flag State for clarification and be aware of Legal anomalies such as flags that do not recognise RCDS mode, or flags that require a risk assessment for example.

Summary

ECDIS systems are designed and built by engineers. This is not a derogatory statement, but it is my opinion that more current mariner knowledge is required in order to provide the mariner with a better, more user friendly product. The systems contain far more functionality than is needed and are not yet as ergonomic and user friendly as they could be. Moreover, inadequate training is responsible for a large number of collisions and groundings as operators are over-reliant on ECDIS and simply do not understand the shortfalls of such systems. However, ECDIS systems are a revolution and do go a long way in making navigation safer and easier, but only if:

• The operator uses the system correctly.
• The operator configures the system correctly.
• The operator understands the capabilities and limitations of the system in use.
• The operator is not over-reliant on GPS or on the ECDIS system.
• The operator utilises spare capacity by looking out the window and assessing the integrity of navigation aids and equipment.
• The operator manages and supervises the system adequately.

Like it or not, ECDIS is coming and for most deck officers it is a case of embrace it or risk becoming irrelevant on the bridge of a ship. For both types of mariner I recommend confronting the problem head on by conducting approved training and learning as much as possible about these systems. It is cringe worthy but true – train hard, navigate easy!

By Malcolm Instone

Director of Operations & Standards, ECDIS Ltd

ENDS

Screenshots courtesy of Transas and Kelvin Hughes.

10% off MCA approved STCW courses for RIN members

ECDIS Ltd, based in Whiteley in Hampshire, are a Business Member of the RIN. Until 30 June 2011,they are pleased to offer a 10% discount on their MCA-approved STCW generic and bespoke ECDIS courses to all RIN members. For further information please contact 01489 611665 or using the link below, visit their website www.ecdis.org. Simply click “Training” to obtain a quotation for training which will meet your needs.

The photograph shows part of their training centre at Whiteley which has some sixteen work stations for training clients. Due to business demand, plans are in hand to expand it.

Two interesting articles about ECDIS can be found on the “resourses” section of the RIN Solent Branch website and through downloads at the foot of this item. They were written by the Company’s Director of Operations and Standards, Mal Instone.

The RIN Solent Branch committee will be meeting shortly to prepare the programme for next season, commencing Sept 2011. We will certainly be accepting ECDIS Ltd generous invitation to visit their offices and training centre.

The MCA have issued a new Marine Information Note (MIN405 (M+F)) that clarifies what training is acceptable for Masters and all Deck Officers of UK flagged vessels which have ECDIS as their primary means of navigation. The document states categorically the requirement to complete both generic and equipment specific ECDIS training and goes further by stating that ‘trickle down’ training with regard to equipment specific training is not acceptable.

Mark Broster, Managing Director of ECDIS Ltd says,

“This is excellent news as the MCA have provided UK Mariners with the clarification they seek with regard to ECDIS training. As a training provider we pride ourselves on delivering the very best ECDIS training available and it is commendable to see that the MCA are upholding those standards by insisting on proper training. We know only too well the difficulty that ship-owners, managers and mariners are having in making sense of the plethora of legislation regarding ECDIS, and this document goes a long way in clarifying the position for UK flagged vessels.”

Malcolm Instone, Director of Operations & Standards of ECDIS Ltd continues,

“This is not the light at the end of the tunnel for shipping companies, but the headlight of the oncoming train. Shipping companies must now plan their training strategy to incorporate generic and equipment specific ECDIS training for their crews. This is quite a challenge, but we are here to help them tackle the problem head on and facilitate that end. Information about ECDIS regulations, including MIN405 is also available at www.ECDISregs.com to aid the mariner navigate the legislation and requirements.”

Ends

ECDIS Ltd

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N). They specialise in providing Flag State approved IMO model ECDIS courses to be taught on any IMO accredited ECDIS. Static training is delivered in their Southampton Training Centre and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it. ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1000 mariners. Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas.

For further information:

Malcolm Instone
Director of Operations & Standards
ECDIS Ltd
First Floor
Forum 3 Parkway
Solent Business Park
Whiteley
Fareham
PO15 7FH
United Kingdom

Tel: +44 (0) 1489 611665
Email: instone@ecdis.org
Web: www.ecdis.org

ECDIS Ltd have installed Navmaster ECDIS in their e-Navigation centre. The system, built by Plymouth based PC Maritime, will be used to deliver generic IMO 1.27 and Type Specific ECDIS training. The installation of the equipment not only serves to enhance ECDIS training by providing visibility of various different systems currently in use at sea, but also allows PC Maritime to showcase their excellent product.

PC Maritime Navmaster ECDIS takes its place in the e-Navigation Centre

Mark Broster, Managing Director of ECDIS Ltd says, “We have been working successfully with PC Maritime on our mobile 1.27 ECDIS course for almost a year now. The Navmaster software is capable and intuitive, and it is a real pleasure to take delivery of a full terminal at our training facility in Southampton. The presence of the system will allow us to combine generic training with provision of type specific ECDIS training for Navmaster customers. We wish to continue our partnership and hope to receive further terminals in future as a platform for MCA accredited training.”

David Edmonds, Managing Director of PC Maritime adds, “We’re very pleased to be able to offer our customers combined ECDIS training delivered by ECDIS Ltd staff. In addition, we’ve nearly completed a Navmaster type specific training CD Rom which will allow customers to carry out familiarisation training in their own time and will complement the formal courses provided in the e-Navigation Centre.”

Ends

ECDIS Ltd
ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS) and the military equivalent (WECDIS, ECDIS-N). They specialise in providing Flag State approved IMO model ECDIS courses to be taught on any IMO accredited ECDIS. Static training is delivered in their Southampton Training Centre and portable training can be conducted in a location of the customer’s choosing, even onboard if facilities can support it. ECDIS Ltd trainers are highly experienced in the practical use of ECDIS, and combined have taught over 1000 mariners. Their static ECDIS training is endorsed and accredited by the Maritime and Coastguard Agency, whilst their portable training solution is approved by Det Norske Veritas.

For further information:
Malcolm Instone
Director of Operations & Standards
ECDIS Ltd
First Floor
Forum 3 Parkway
Solent Business Park
Whiteley
Fareham
PO15 7FH
United Kingdom

Tel: +44 (0) 1489 611665
Email: instone@ecdis.org.uk
Web: www.ecdis.org

by Mike Pearsall, Business Development Manager, ECDIS Ltd

Below is a summary of points made by the chairman, Philip Wake, at the end of the 1st ECDIS Revolution Conference (24-25th November 2010).  Every effort has been made to quote the speaker accurately and amplifying remarks by this author are included in brackets.

Conclusions

• Generic training is clearly essential; of course it is mandatory now anyway.  General agreement is training should be conducted as soon as possible prior to joining a fitted ship (to avoid skill fade).
• Type-specific training is also essential.  The debate is who should provide it – manufacturers or onboard?
• Commonality across presenters is that it takes some months of operating with ECDIS onboard before a ship or operators are comfortable enough to go digital.  Forcing the pace of this is undesirable.
• The safety and efficiency benefits of going digital came through strongly.  The risks of ECDIS are obvious; operators and the industry must guard against over-reliance.  ECDIS is a navigation aid, “not the be-all and end-all”.
• There have got to be good procedures in place to standardise operating ECDIS onboard.  (For example, check-off cards)
• Bearing in mind all of the aforementioned, all available means must be used (reference to IRPCS Rule 7) to maintain safe navigation.  We must avoid “deluge of data” (resulting from too many overlays or inputs).

Questions Raised

• Is more standardisation necessary across the industry?
• How will the training requirement be met in time, given the number of mariners to be trained?
• Are trainers good enough?  Who is training the trainers?
• What is the electronic backup?  Are visual bearings sufficient?  Is eLORAN or multiple GNSS an option?
• Do we need an “S(tandard) Mode” button/key to return an ECDIS to default display
• What are the best means for delivering training and where should it be conducted?  Onboard, i.e. CBT?  Maritime colleges?  Companies?
• Is CBT (for generic or type-specific training) effective?  How would it be audited?
• Retention of paper charts: Some say get rid completely, while others say keep in case.  The jury is still out.
• Alarm management: How do we avoid overloading the watchkeeper?
• Security issues: How do we guard against viruses, loss of data, etc?
• Covered over-reliance on ECDIS/GPS, but what about over-reliance on technology and specifically, charts?  In some cases, ENCs are used with the same “ancient” data employed in paper charts.  Navigators need to keep in mind that it is harder to check source data on electronic systems, where they were used to doing so on paper.
• Pilot’s carry-on systems: Issue of compliance and integration with bridge sensors.  Future conference subject?