UK based ECDIS training and consultancy company ECDIS Ltd are pleased to announce their unveiling of a VSTEP NAUTIS full mission bridge simulator with a 315° viewing capability. It is to primarily be used for Bridge Team training but has been fitted with 4 different ECDIS systems all integrated with the NAUTIS software. The Simulator was opened last month by MP George Hollingbery in Southampton.
The Bridge Simulator is to accompany the 6 smaller NAUTIS simulators already used for visual channels during the IMO 1.27 Model ECDIS Course. VSTEP are world renowned for their simulator software and have the capability of integrating their system with most ECDIS manufactures using standard NMEA strings as found onboard any vessel.

The Bridge Simulator has been setup with 2 RADARs and 4 ECDIS systems including OSI, Kelvin Hughes, JRC and Transas which are all full integrated. However it can also be integrated with other ECDIS manufacturers as required by clients. The system is capable of displaying RADAR, AIS and ARPA overlays onto the ECDIS giving an extremely realistic experience for the mariner.
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 global simulator manufacturer. However, our aim remains the same, to provide excellent quality training at affordable prices to the mariner. Expanding our portfolio with the Enav Centre is providing exactly that. Due to the success of this project, it is likely that we will select the VSTEP simulation solution for all our future facilities and procurements abroad.”
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 Bridge Team Management, Bridge Resource Management and Bridge Procedures courses are no different. ECDIS Ltd and the Enav Centre’s comprehensive course content is delivered by consummate professionals with extensive knowledge and experience of navigating. The result is the very best training available anywhere in the world.”
Natalie Robson, an instructor at ECDIS Ltd, says: “The VSTEP software has proven very easy to use, flexibility, ability to integrate with multiple ECDIS and multiple devices, wide variety of ship models, it is a likely candidate for future equipment requirements in line with company expansion. It has now come on line as our training solution for compliance with the 2012 edition of the IMO 1.27 Model ECDIS Course. I am glad it is being used in the full-mission bridge simulator as it is so capable.”
Pjotr van Schothorst, Technical Director at VSTEP: “We are happy to be selected by ECDIS Ltd as the simulator of choice for their Full Mission Bridge Simulator. ECDIS Ltd were able to install and set up the simulator with minimal assistance, which proves the ease of use of our software. ECDIS Ltd is definitely on the right track to grow globally as high quality multi-vendor ECDIS training provider, and we are delighted to be part of their plan.”
The official opening of the Bridge Simulator took place on Friday the 26th of October, 2012.

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). A forward thinking company, they have pioneered the embodiment of ECDIS in SMS procedures with the ECDIS Procedures Guide and have paved the way for a better understanding of ECDIS with the ECDIS Manual. ECDIS Ltd 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 2000 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.

About NAUTIS
The NAUTIS range of advanced DNV certified maritime training simulators offers an affordable and effective alternative for training maritime professionals, officers and crews. With a full range of simulators, from desktop trainer to full mission bridge simulator, VSTEP has a cost-effective training solution fulfilling the training requirements of both the civilian and military maritime industry, including nautical colleges, naval academies, maritime training centres and individual ship owners in compliance to the latest STCW requirements. For more information visit www.nautissim.com

About VSTEP
VSTEP is a leading European developer of simulators and virtual training software. Using interactive 3D technology, VSTEP creates awardwinning training applications that allow people to build their skills in a practical and cost effective way.  Since its founding in 2002, VSTEP has delivered numerous simulator solutions for leading industry clients and governmental organisations worldwide. As one of the industry leaders, VSTEP continues to innovate the virtual training world with professional, accurate and groundbreaking new simulation technology for both the maritime and  incident management response sector. A winner of multiple innovation prizes and awards, VSTEP sets the standard for virtual training and simulation and advocates more effective training through enhanced virtual reality. www.vstepsimulation.com

For further information:

Natalie Robson

ECDIS Ltd

Ground Floor

Atlantic 3600 Building Parkway

Solent Business Park

Whiteley

Fareham

PO15 7AN

United Kingdom

Tel: +44 (0) 1489 559677

Email: Robson@ecdis.org

Web: www.ecdis.org

UK based ECDIS training and consultancy company ECDIS Ltd have signed a new agreement with Kelvin Hughes to take ECDIS Ltd MantaDigital training worldwide. The new agreement now provides access for Kelvin Hughes distributers worldwide to book Generic and Type Specific ECDIS courses directly with ECDIS Ltd for training on Kelvin Hughes MantaDigital™ software. The streamlined course booking process will ensure a more efficient training service for Kelvin Hughes customers.

Kelvin Hughes is a world leader in the design and supply of marine navigation systems with over two and a half centuries of experience and knowledge. With a history that dates back to the 1800’s, they have a highly innovative product range, which is designed to provide mariners with the most advanced navigation solutions and services available.

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

“It is a pleasure to be working with such a well established company that has been servicing the industry for over 250 years. We are delighted to be their worldwide independent training provider. MantaDigital ECDIS is constantly improving and evolving, and as such we will ensure that the training content is kept up to date so that it complies with certification requirements and policy.”

Natalie Robson, an instructor at ECDIS Ltd, adds,

“We have already been providing both 5 day 1.27 Generic and Type Specific courses on MantaDigital worldwide. Considerable time and effort has gone into the development of our Kelvin Hughes ECDIS courses to ensure that they are of the highest quality, and to fully prepare the instructors for all possible questions about the system. This is vitally important as students wish to explore specific aspects and functions in great depth, or any particular issues they have faced in the past. Getting an answer to a system specific question from a knowledgeable instructor that does not appear in the user guide is an obvious advantage over Computer Based Training (CBT).”

Barry Jones, Sales Manager at Kelvin Hughes, adds,

“Training is the key to safe and effective introduction of ECDIS for primary navigation and we are delighted that ECDIS Ltd are providing generic and type specific training on our multi-function MantaDigital ECDIS. With staff that is well known for its experience and capability we believe that ECDIS Ltd deliver some of the best ECDIS training available anywhere in the world to our customers.”

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 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

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

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.

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 .

Introduction

The emergence of new technology in the field of warfare has seen most facets of naval operations computerised or digitised in the quest to build, display and manipulate the Recognised Maritime Picture (RMP) to our advantage.  It is therefore surprising that many military fleets are still navigating using paper charts, as the advantages and efficiencies available if ECDIS systems are used properly for navigation are significant.  Furthermore, by enhancing such systems with additional functionality for war fighting (WECDIS) the operator is provided with the tools, overlays and information required to efficiently protect and ultimately fight the ship.

Following the high profile grounding of HMS Nottingham, the Royal Navy (RN) made the bold decision to embark on a Fleet wide WECDIS fit.  As the first navy to do so, they have pioneered the use of WECDIS at sea and to date have not incurred a WECDIS related collision or grounding.  In short, the RN has shown that it is feasible to trust this new technology and make it work.  However, for those that wish to follow the example of the RN 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 WECDIS, both in terms of navigation and operational.  The point is that making the digital transition in the military is far more complicated than for a vessel that simply travels from port to port.  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 WECDIS with suitable back up, redundancy and the robustness that is required in the military.  A list needs to be made of what your expectations are from the WECDIS.  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 WECDIS.  If so, with regard to the equipment, ask yourself the following (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 WECDIS, 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 a possible submarine?
• How are we going to plot the location of our seaboat, landing craft or tenders?
• Can we use the system for waterspace management?
• Can we display moving havens?
• Can we display weapon arcs?
• Can we display enemy weapon arcs?
• Can it display Additional Military Layers (AML) that we may require for tactical purposes?
• Does it offer greater security with regard to login?
• Can I plot different grids for operations with NATO and for NGS?
• Can it help with Force Protection?
• Can it utilise recognised tactical symbology?
• Can it display military exercise areas?
• Can it make areas alarmable?
• Can we feed RMP data from command systems in order to improve special awareness?
• 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?

Submarines

• Is the system appropriate for use on submarines?
• Can we conduct dived navigation on this system?
• Can we fix using bottom contours?
• Can we fix using Pool of Errors (POE)?
• Can we use Target Motion Analysis (TMA)?

WECDIS 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, you may be forced to dust off the old paper charts when entering a tactical scenario.  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 the tactical use of Warship AIS (WAIS).  It may be too late to change once you have bought 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 WECDIS 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?
• 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 CO’s cabin, charthouse or operations room?
• Do you need a repeat in the machinery control room for MARPOL purposes?
• How much are additional software licenses?
• How long does the warranty last?
• 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 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?

Tactical

• Do you want live and secure WECDIS to WECDIS communications?
• Do you want an additional remote terminal for planning or emergencies?
• Do I want equipment that is likely to be fitted throughout the fleet of my allies to promote more joint planning during operations or exchanges?
• Do you need to exploit AIS by using WAIS?
• Do you want to store spare parts to support your fleet?
• How much are spare parts?
• What is the availability of spare parts?

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.
• Can you be assured of confidentiality on the project with all the interested members?

Training

• Is there ‘on site’ training available with the manufacturer?
• If not, where can I train my personnel on this equipment?
• What standards of training are required – STCW?
• Is there an option to purchase the approved training courses from the manufacturer to save the cost of time and money in producing one ‘in house’?
• Can I pay a ‘per head’ cost to have personnel trained on site and simply offset the entire headache of purchasing and developing an ‘in house’ solution?
• Do we require technical training for our engineers?

Training is integral to a successful transition from paper charts to WECDIS.  Crews need to be properly trained in the use of their system in order to navigate safely and ultimately to fight the ship.  This is not something that can be taken lightly as training cannot be conducted in a few hours.  WECDIS 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 WECDIS 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.

It is worthwhile trying to keep this as simple as possible by having the equipment and training providers working together as this makes life much easier.  Keeping the number of interested parties to a minimum is surely the safest way to ensure confidentiality and efficiency?

Step 3 – Consolidation

Now take a step back and make sure that we are not missing anything before we purchase the equipment.  What are the key elements that must be satisfied when choosing your WECDIS?  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, 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) and tested with a set to work package to ensure that what you have got is what you have bought.

Step 5 – Training

Training is one of the most important aspects of the entire process.  It is a fact that some military vessels are under no obligation to conform to STCW training requirements, but most do.  Perhaps it is because they want to give their personnel a recognised civilian accreditation, or because they are nervous about the legal outcome of a collision at sea, or because they want to exceed the highest standards and not cut corners.  Either way, you must consider the time and manpower cost of producing the following:

• A stand alone ECDIS course, bespoke for the equipment purchased.
• A course to teach the WECDIS element, 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/WECDIS 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.

Generally speaking, the military have specialist roles on board that will need to use the equipment in very different ways.  Therefore, it is a recommendation that such individuals receive bespoke training elements.  The following courses and elements may be required:

Courses

• 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 (8 hrs or 1 day).

Elements

• Commanding Officers – Commanding Officers are required to check and approve the navigation plan.  To that end a module is required that teaches Commanding Officers how to check an ECDIS plan.  This can be accomplished by providing a plan with potential errors as an assessed serial.  Quality controlling an ECDIS plan in my experience is more difficult than a paper equivalent and therefore must be taken seriously.

• Navigating Officers – Having completed the generic IMO 1.27 ECDIS course, a new Navigator will undoubtedly require a short module on how to Pilot the vessel utilising the ECDIS.  Navigation courses will have to be changed from being paper chart based to using ECDIS.

• Officer of the Watch (OOW) – Assuming you purchase a capable WECDIS, the system should be able to plot screens and sectors, calculate relative velocity for use in OOW manoeuvres, RAS approaches, speed times distance calculations, reporting points, reference points etc. In the past, much of this data was calculated by non-commissioned Officers or ratings.  To facilitate fast and efficient injection of data, I would therefore recommend a short course that teaches how such data is input.

• Warfare Specialists – Consider the Warfare specialist operating form the operations room, but still having ‘control’ over the bridge in certain circumstances.  Will they have a WECDIS repeat next to them for special awareness?  Consider what they may need from the WECDIS additional to basic understanding.  A short course highlighting the tactical functionality that a WECDIS can give is recommended.

• Technical Training – Consider that there may be a requirement for maintenance and defect rectification to be conducted onboard.  It may be that the Weapon Engineering branch are responsible for example, but they will require training in how to fault find and rectify the equipment fault.  Remember, this is a critical system.

The important point is that it is vital to get the whole team involved.  The WECDIS in not solely a tool for the navigating officer – in the past the paper chart was never hidden from the crew.  Therefore, the more people that are aware of the system then the more quality control that can be achieved and ultimately the higher the standards of safety and efficiency that will result.

Due consideration must be given to the fact that the above courses are not necessarily for life.  They may need to be undertaken again if the equipment significantly changes, or as ‘top up’ modules for individuals that have changed roles throughout their career, or even for those that are going back to sea following time ashore.

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.  However, it is worth bearing in mind that willingness and support is needed from the fleet to see this through properly.

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 WECDIS.  If you have opted out of STCW then you will be the arbiter of standards.  However, if you must comply with STCW then your Flag State may have to be involved in this process, as they must ensure that you meet their standards.  If working with the Flag State authorities, please note that this may take time and money to achieve.

It may be necessary to nominate a lead WECDIS inspector who has intimate knowledge of the system in order to manage this process and to act as liaison between the Flag State authority and the Fleet.  Importantly, the inspector is there not only to answer any questions the ship and Flag State authority has regarding the use of WECDIS, but also to polish operator skills and ultimately risk assess their ability to ‘go digital’.  Ask the question, can you operate using WECDIS as well as, if not better than you could on paper?  It is only when you can categorically state that this has been achieved that you should authorise the reduction of your paper folio down to that required for RCDS mode or in accordance with your policy.

The accreditation process should be applied to each individual platform and be tough enough to stretch the bridge team’s use of WECDIS in all environmental and operational conditions.  Critically, the process must be tangible in that it must have clear objectives and assessment criteria.  There cannot be any vague elements in the accreditation process.  The team can either achieve the standard or they cannot.  Every member of the bridge team that can hold a bridge watch should have to go through this process in order to prove that they are confident and competent to use WECDIS to safely navigate.  For me, this was 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 may be included as part of the accreditation process:

• System set-up
• Safety settings
• Administration
• Documentation
• Procedures
• Berth to berth planning
• Pilotage
• Blind Pilotage
• Coastal Navigation
• Anchoring
• Fixing
• GPS denial
• Loss of sensors
• Tactical use of WECDIS

The assessment serials could take one day to complete per platform, or may be longer dependent upon your requirement and that of the Flag State.  It may be that serials can be conducted in a simulated environment, although the preferred option should always be to execute the serials at sea if the ship’s programme can permit.  Once the ship achieves digital accreditation it is prudent for ship’s teams to undergo this process annually in the simulator in order to maintain standards, and prove internally that they can operate using WECDIS in all operational conditions.

Summary

It is inevitable that every military fleet will make the transition from paper charts to ECDIS/WECDIS.  It is not only the advantages and efficiencies that can be recognised by using such equipment, but also that new build ships, be they civilian or military are now being fitted with them.  If you can excuse the military pun, ‘going digital’ can be a minefield, although the process of transition need not be if properly thought out, planned and resourced.  Take heart though, it is possible and has been achieved by many fleets.  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

Superyacht Courses

STCW Basic Short Courses

HELM Training Courses

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Advanced Training Courses

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, 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

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 559677
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 559677
Email: instone@ecdis.org.uk
Web: www.ecdis.org

Global ECDIS training and solutions provider, ECDIS Ltd (www.ecdis.org), have today announced that they are diversifying into the Warfare ECDIS (WECDIS) market, following a number of high-profile contracts with international naval forces in the past twelve months.

The DMOP table and OSI WECDIS suite in the e-Navigation centre

Mike Pearsall, ECDIS Ltd’s Business Development Manager says,

“The move into the WECDIS market is a natural and logical step for ECDIS Ltd. We have already provided our services to military nations and coupled with the fact that two of our directors served in the British Royal Navy, we are perfectly placed to give sound purchasing advice and specialist training that is tailored to the considerably enhanced offerings of a WECDIS system“.

The news is accompanied by the launch of a new mini-site www.wecdis.com, which gives an insight into the history and potential offerings of a WECDIS system, alongside testimonials and an explanation of the ECDIS Ltd military pedigree.

At their headquarters in Southampton, home of ECDIS Ltd’s e-Navigation Centre, a number of ECDIS and WECDIS terminals from different manufacturers are on permanent display for visitors and students alike. An example of the warfare-specific hardware on show is a Digital Maritime Operations Plot (DMOP), manufactured and distributed by Offshore Systems (OSI), which when located on the bridge or in the Operations Room of a warship can be used by the command team for tactical/operational planning and wider situational awareness.

Peter Thornton, Director of Development at ECDIS Ltd added,

“We very much hope that other military organisations will follow in the pioneering footsteps of the Brazilian, Singapore and South African navies, who have utilised ECDIS Ltd’s WECDIS knowledge“.

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 559677

Email: instone@ecdis.org
Web: www.ecdis.org
www.wecdis.com

A warning has been given about the diverse number of ECDIS on the market ahead of mandation of training certificates coming into force by the middle of next year.

Following the STCW amendments recently agreed at the Manila meeting, there will be a vast amount of navigating officers queuing up at training facilities to gain ECDIS certificates.

However, there are around 32 ECDIS OEMs with a possible couple more to come, many of which offer differing information levels, according to UK-based trainer ECDIS Ltd.

The company currently works with four OEMs with another three due to install equipment in the coming months at ECDIS Ltd’s training centre near Fareham, Hampshire.

One of the problems is that the ECDIS by and large has been designed by engineers with little or no navigator input, according to Malcolm Instone, ECDIS Ltd’s director of operations and standards.

He said that the technology needed human input and that the systems were not as user friendly as they could be. Some of the functions included were not required, he said.

He explained that the system’s operator was the person who decided just how much information would be included on the screen and will have to configure the system. An ECDIS needs managing with written procedures for the navigators, he said.

Currently, it is not known how many ships are fitted with a single or dual ECDIS, or how many are actually sailing paperless.

There are also several flag states who have not issued standards for ECDIS training leaving operators not knowing what is needed ahead of the STCW amendments coming into force.

Some flag states, include Liberia, do not recognise Raster navigation charts (RNCs), meaning that an operator will have to use ENCs, or paper charts.

“There will be a vast demand for training next year, but at the moment ship operators are waiting for flag states to issue regulations and standards,” Instone said.

The UK’s MCA has stipulated that a five-day training course is needed and a one to two days course on type specific ECDIS for familiarisation.

ECDIS Ltd’s training courses are authorised by the MCA and also by DNV.

—
Article “ECDIS problems looming” originally published by Tanker Operator on 22nd October 2010 (http://www.tankeroperator.com/news/todisplaynews.asp?NewsID=2288)

ECDIS Ltd have delivered a 5 day WECDIS course on OSI ECPINS-W systems to the Brazilian Navy in what is hoped to be the start of further cooperation between the two organisations. The ECDIS Ltd WECDIS course is the full 5 day IMO 1.27 ECDIS course, but also includes use of additional warfare functionality to demonstrate tactical use of the system. Included in the course are elements of submarine navigation such as Pool Of Errors, Target Motion Analysis and contact manipulation. The course also covers the use of different coordinate systems, Additional Military Layers and Battlespace Management (Air and Sea).

Mark Broster of ECDIS Ltd shaking hands with the top student, Captain Lieutenant Mauricio Câmara Teixeira of the Brazilian Navy

Mark Broster, Managing Director of ECDIS Ltd says, “It is evident that increasingly more military nations are purchasing ECDIS and WECDIS systems. As they make the transition to digital navigation they want proper and appropriate training and it is our aim to help take their ECDIS knowledge to the most advanced level. We have found that many fleets both commercial and military proudly promote the idea of high standards of navigation training, but often fail to deliver.  It is great to see that the South African and Brazilian Navy are pushing for the highest standards, by utilising ECDIS Ltd as part of their training solution.”

Corvette Captain André Moraes Barros of the Brazilian Navy adds, “The ECDIS Ltd five day course gave us a good knowledge about the system. Despite a class of students ranging from submariners to engineers, everyone ended the week with confidence in the system and its capabilities. The fact that the teacher was a former Royal Navy Officer helped us to understand and utilise the system features in accordance with our naval requirement.”

The delivery of ECDIS training to the Brazilian Navy is the fourth military nation that ECDIS Ltd have trained. Customers also include the Trinidad and Tobago Coastguard, Republic of Singapore Navy and the South African Navy.

Lieutenant Novoa of the South African Navy adds, “The instructors were very knowledgeable on the subject and the programme. It was very helpful having an (ex) Naval Navigator present as he knew exactly what was expected of us. The fact that he was also an ex Royal Navy (RN) member of Flag Officer Sea Training (FOST) gave us the added perspective of training and evaluating. The instructors were also friendly and approachable. I would definitely recommend getting them again in the future for training and/or re-training.”

Ends

ECDIS Ltd

ECDIS Ltd provide navigation training, purchasing, charting and consultation in Electronic Chart Display and Information Systems (ECDIS). 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 559677
Email: instone@ecdis.org.uk
Web: www.ecdis.org

FOR IMMEDIATE RELEASE

United States Coastguard Certificate of Approval for the ADVETO ECDIS-4000The United States Coast Guard has certified that Adveto´s new ECDIS-4000 meets the requirements of all relevant regulations and standards for use onboard SOLAS vessels and High Speed Crafts.

In addition to all the mandatory requirements the Certificate of Approval also covers a number of unique hard- and software functionalities and features such as:

– ECDIS Security Internet Gate (ESIG) allowing the ECDIS to be connected to internet for both online ordering and download of charts from PRIMAR.

– Control Unit for remote quick, safe and easy selection of navigation functions.

ADVETO
ADVETO Advanced Technology AB has been in the Electronic Navigation branch since the mid 1980´s. Adveto systems are used all across the world on all types of ships and by many National Maritime Administrations. The majority of our users are still found in Scandinavia but with a rapidly growing number of users around the world.

For further information:

Magnus Karlsson, Marketing Manager
ADVETO Advanced Technology AB
Box 8028, SE-163 08 SPÅNGA, SWEDEN
Tel: +46 8 366905
Mobile: +46 705 366908
Fax: +46 8 361885
E-mail:
magnus.karlsson@adveto.se
Web:
www.adveto.com

Lloyd’s List

Collision Course: the Dangers of Out-of-Date Nautical Charts

Recent Paris MoU data reveals that 7% of all ships detained were for inadequate nautical publications. Julian Macqueen highlights the dangers of using older maps as questions are raised over the accuracyof the chart data.

Julian Macqueen – Wednesday 10 February 2010

KNOWING where you are going requires a map but if that map is out of date, you could get lost. Not such a problem if it results in a longer car journey or an extended country walk. However, if a ship is the chosen mode of transport the consequences could be far more dramatic. And it would seem that the incidence of incorrect charts is on the rise.

The Paris Memorandum of Understanding on Port State Control collates information from ship inspections and detained vessels. Its December release figures for detained ships show that 3% of the causes for detention given were identified as charts. The proportion then rises to 7% if the category of nautical publications is added.

Indeed, in its 2008 annual report PSC identified a growth in deficiencies in a number of operational areas compared with 2007. One of those areas is safety of navigation. “During the campaign [on safety of navigation], 1,872 safety of navigation related deficiencies were recorded,” said the report.

It added: “81 inspections resulted in a detention where one or more Solas Chapter V detainable deficiencies were found.”

Worryingly, the most commonly found detainable deficiencies were related charts, nautical publications and the recording of voyage data.

The dangers of using out of date nautical charts have been brought home by a protection and indemnity club. The London P&I Club raised the issue in its January StopLoss Bulletin. One incident cited by the club involved a ship hitting a hazardous wreck that had not been recorded by the chart in use. The club’s investigator found that a chart correction showing the wreck had been issued three years previously.

In another incident, a submarine cable was damaged by a ship’s anchor. In this case, it was assumed the anchor had been dragged along the sea floor before coming into contact with the cable. In fact, the ship, unaware of its existence as it had been using an old edition of the chart, had dropped anchor directly above it. Apparently, the second officer had not checked whether or not he had the chart’s most recent edition.

But the problem of inaccurate charts does not stop at the ship’s bridge or with the seafarer tasked to make sure the charts onboard are up to date.

Concerns have been raised from other quarters in the maritime industry over the quality of the data upon which the charts are based. Maritime trade union Nautilus International has said that there is more to the problem than slack updating.

“In the UK, we are not confident that the quality of the nautical charts on offer is any worse or any better than those available in other parts of the world. And as we migrate towards a more electronic media, it becomes even more of a concern,” said a spokesman for the Anglo-Dutch trade union.

While it is possible the chart onboard a ship is out of date through not being updated, it is also conceivable that the original data fed into the chart is inaccurate. A case in point involved the jack up barge Octopus .

A 2007 report by the Marine Accident Investigation Bureau into this incident, which took place off the Scottish coast, found that the cause of the accident was attributable to out-of-date charts. The barge was being towed by a tug to act as a platform for the installation of a tidal turbine. However, due to strong tidal streams, the vessels changed course to a route not usually used by deep draught vessels. The jack up barge was subsequently grounded on an uncharted sandbank.

According to the area’s applicable Admiralty chart, the draught should have been above 20 m. But the barge, with legs extended to 13m, found itself stuck on the sandbank which had a depth of 7.1m. The source data for the map was found to be over 150 years old.

Responsibility for chart surveys in UK waters lies with the Maritime Coast Guard Agency.

The agency has £5.5m ($8.6m) allocated each year to achieve the hydro-mapping of the UK’s coastal waters. The funds would be enough to survey a sea area of around 10,000 sq km. But this figure should be set against a total area of 720,000 sq km of sea area.

In this situation, the agency will prioritise which parts of the seabed are in urgent need of surveying and which are not. Essentially, it is an approach based on risk. Shipping lanes in continual use by the same ship types tend to be left alone. But where there have been changes, for example, if the location of a windfarm has introduced a new edition to an accepted route or where ships’ draughts have increased, these areas will be prioritised. “We are fairly good at working out the high risk areas,” said an MCA spokesman. In the case of the Octopus , the barge had deviated from the known passage, and it was on this passage that the accident occurred.

Nevertheless, it remains the case that the base data of some surveys remains hundreds of years old.

Last year, a government initiative to move nautical mapping in the UK a step forward produced a pan-government memorandum of understanding on the sharing of hydrographic data with the MCA in the driving seat. “The aim of this approach is for the MCA to continue bringing government organisations together to encourage joint hydrographic projects and realise the financial benefits of co-funding such work,” explained the MCA in a pamphlet on the subject.

Along with the MCA, other organisations that have signed up to the MoU include the Department for the Environment, Food and Rural Affairs, the Joint Nature Conservation Committee and the British Geological Survey. One aim of the memorandum, for example, would be to make sure that different organisations are not duplicating each other’s work.

The agency has put forward a proposal to author a unified UK hydrographic survey specification partnership with the UK Hydrographic Office. In addition, its annual meeting — now called the Civil Hydrography Annual Seminar — is to provide a forum for data gathering and to foster co-operative arrangements.

The issue of keeping electronic charts updated is one part of the picture. A spokeswoman for the UK Hydrographic Office, which issues the charts, said that it recommends that nautical charts are updated regularly. The charts are searchable online and if a vessel is unable to do this at sea, it can be done before it leaves port.

There is also the point that updating nautical charts, while important, is not the most engrossing of tasks. Those are the jobs that tend to be put off for another day.

Another human aspect of the move to electronic charts is readability. Some argue that it is easier to read and note the age of the source data on paper charts. “It is harder to see the provenance of the underlying data in an electronic chart,” said one cartographer. What he is referring to is layering. That is, the facility to switch between various layers of information electronically. Data could be switched off and ‘forgotten’ by the seafarer in charge.

Then there is the question of different systems. Electronic charts are here to stay. By 2012, electronic chart display and information systems will start to become mandatory and be on board all Safety of Life at Sea Convention vessels by 2018.

Former seafarer Captain Trevor Hall, who is a director of AtoBviaC, a company which supplies accurate distances information to the industry based on electronic charts, has long experience of electronic navigational aids. He also has strong opinions on the subject. Capt Hall recognises that the Admiralty Raster Chart Service offers greater ease of visibility to the seafarer but acknowledges that their coverage is less than comprehensive. But having a good system in place is crucial.

“Compared with the cost of an accident, buying the charts, and the equipment to run them, is minimal,” said Capt Hall.

Another problem, which he feels is endemic, is the lack of proper training in using electronic navigational aids and equipment. This — the human element — is far more serious. “The user interface is different for different systems. If a system is not set up right, or people are not properly trained, you are in trouble.” That trouble can be substantial.

In 1992, the cruiseship Queen Elizabeth 2 was grounded in US waters on a shoal shown on charts to be at 39 ft but where the true depth was 30 ft. In 2008, the ro-ro passenger ferry Pride of Canterbury grounded on a charted wreck. According to the MAIB report, the ship’s officer was navigating by eye and with reference to an electronic chart system but “he was untrained in the use and limitations of the system”.

In the same year, a report into the grounding of CFL Performer found that the depth sounder was switched off on the electronic chart display and information systems display screen.