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Summer 2011 

contents 

INTRODUCTION 

3 Time to learn from each other 

UNDERSTANDING ECDIS 

4 Answers to frequently asked questions 

EXPERT OPINION 

7 Choosing the right ecdis 

8 Ecdis equipment - lease or buy? 

TRAINING 

11 MCA advice to UK shipowners 

12 Non-mandatory carriage 

14 Insight from training research project 

ECDIS IN ACTION 

18 Dealing with the current shortcomings 

22 The shipmanager’s problems 

PERSPECTIVE 

24 The pilot’s view of ecdis 

SOLUTIONS 

28 Adveto 

29 Da Gama 

30 Ecdis Ltd 

31 Japan Radio Co 

32 Kelvin Hughes 

33 Maris 

34 Raytheon Anschütz 

35 SCD (Charts and Publications) 

36 Seagull 

37 Totem Plus 

38 Transas Marine 

NORTH AMERICA 

39 Thomas Gunn bolsters its North American role 

CHART UPDATING 

40 Data compression aids data retrieval 

SWITCHOVER 

42 Embracing the new way in navigation 

REGULATIONS 

48 Meeting carriage requirements for ecdis 

50 IMO’s ecdis mandate 

PREPARATION 

54 It is time to prepare for ecdis carriage regulations 

PROFILE 

56 In conversation with Thomas Gunn 

CHART MANAGEMENT 

58 Software to make data management easier 

DIRECTORY 

60 Ecdis equipment and service suppliers 

LAST WORD 

62 Can we make it better? 

THE JARGON 

64 Abbreviations and acronyms 

A Complete Guide to ECDIS is sponsored by 

Thomas Gunn Navigation. While every care has 

been taken in compiling this guide, the editor, 

publisher and sponsor are not responsible for the 

consequences of any errors and omissions. 

Production Manager: Ramesh Mahbubani 

t: +44 20 8370 7010 

e: ramesh.mahbubani@rivieramm.com 

sponsored by 

Summer 2011 

Consultant Editor: Alan Welcome 

t: +44 1843 867 481 

e: alan.welcome@rivieramm.com 

Sales Manager: Jo Giles 

t: +44 20 8370 7793 

e: jo.giles@rivieramm.com 

Sales: Paul Dowling 

t: +44 20 8370 7014 

e: paul.dowling@rivieramm.com 

Sales: James Bentley 

t: +44 20 8370 7791 

e: james.bentley@rivieramm.com 

Circulation Manager: Joanne Collett 

t: +44 20 8370 7795 

e: joanne.collett@rivieramm.com 

Chairman: John Labdon 

Managing Director: Steve Labdon 

Editorial Director: Tony Wilson 

Sales & Development Director: Steve Parks 

Publishing Director: Hamish Dickie 

Finance Director: Cathy Labdon 

Group Sales Manager: Bill Cochrane 

Published by: 

Riviera Maritime Media 

Mitre House, 

66 Abbey Road 

Enfield EN1 2QN, UK 

©2011 Riviera Maritime Media Ltd 


Join our LinkedIn® ECDIS 

Networking Group 

For anyone involved with electronic 

chart software and hardware, legislation, 

training and usage, ashore or on board 

www.rivieramm.com/groups 

www.rivieramm.com 

a complete guide to ECDIS I Summer 2011 I 1

sponsored by 


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

Summer 2011 

contents 

INTRODUCTION 

3 Time to learn from each other 

UNDERSTANDING ECDIS 

4 Answers to frequently asked questions 

EXPERT OPINION 

7 Choosing the right ecdis 

8 Ecdis equipment - lease or buy? 

TRAINING 

11 MCA advice to UK shipowners 

12 Non-mandatory carriage 

14 Insight from training research project 

ECDIS IN ACTION 

18 Dealing with the current shortcomings 

22 The shipmanager’s problems 

PERSPECTIVE 

24 The pilot’s view of ecdis 

SOLUTIONS 

28 Adveto 

29 Da Gama 

30 Ecdis Ltd 

31 Japan Radio Co 

32 Kelvin Hughes 

33 Maris 

34 Raytheon Anschütz 

35 SCD (Charts and Publications) 

36 Seagull 

37 Totem Plus 

38 Transas Marine 

NORTH AMERICA 

39 Thomas Gunn bolsters its North American role 

CHART UPDATING 

40 Data compression aids data retrieval 

SWITCHOVER 

42 Embracing the new way in navigation 

REGULATIONS 

48 Meeting carriage requirements for ecdis 

50 IMO’s ecdis mandate 

PREPARATION 

54 It is time to prepare for ecdis carriage regulations 

PROFILE 

56 In conversation with Thomas Gunn 

CHART MANAGEMENT 

58 Software to make data management easier 

DIRECTORY 

60 Ecdis equipment and service suppliers 

LAST WORD 

62 Can we make it better? 

THE JARGON 

64 Abbreviations and acronyms 

A Complete Guide to ECDIS is sponsored by 

Thomas Gunn Navigation. While every care has 

been taken in compiling this guide, the editor, 

publisher and sponsor are not responsible for the 

consequences of any errors and omissions. 

Production Manager: Ramesh Mahbubani 

t: +44 20 8370 7010 

e: ramesh.mahbubani@rivieramm.com 

sponsored by 

Summer 2011 

Consultant Editor: Alan Welcome 

t: +44 1843 867 481 

e: alan.welcome@rivieramm.com 

Sales Manager: Jo Giles 

t: +44 20 8370 7793 

e: jo.giles@rivieramm.com 

Sales: Paul Dowling 

t: +44 20 8370 7014 

e: paul.dowling@rivieramm.com 

Sales: James Bentley 

t: +44 20 8370 7791 

e: james.bentley@rivieramm.com 

Circulation Manager: Joanne Collett 

t: +44 20 8370 7795 

e: joanne.collett@rivieramm.com 

Chairman: John Labdon 

Managing Director: Steve Labdon 

Editorial Director: Tony Wilson 

Sales & Development Director: Steve Parks 

Publishing Director: Hamish Dickie 

Finance Director: Cathy Labdon 

Group Sales Manager: Bill Cochrane 

Published by: 

Riviera Maritime Media 

Mitre House, 

66 Abbey Road 

Enfield EN1 2QN, UK 

©2011 Riviera Maritime Media Ltd 


Join our LinkedIn® ECDIS 

Networking Group 

For anyone involved with electronic 

chart software and hardware, legislation, 

training and usage, ashore or on board 

www.rivieramm.com/groups 



introduction 

Alan Welcome 

Ecdis: time to 

build on industry 

experience 

Welcome to the second edition of 

Marine Electronics & Communications’ 

A Complete Guide to Ecdis. This 

year we are focusing on implementation and 

practical matters. 

We are privileged to have contributions from 

those with hands on experience of planning and 

managing the migration from paper charts to ecdis 

in a variety of shipping environments. 

While there are a number of common threads, 

it is clear that a successful outcome requires a 

bespoke approach. Historically, the industry at 

large has demonstrated that it is not too good at 

this sort of thing but it must not resort to its normal 

default position of ignoring mandatory equipment 

issues until the last minute. Ecdis will become the 

primary navigation tool for the majority of Solas 

ships and it is simply too important to be treated in 

an ad hoc fashion. 

Karen Kruse from Nordic Tankers and 

Alasdair Ireland from V.Ships share their 

experiences of implementing ecdis ahead 

of mandatory carriage requirements, while Captain 

David Elliot from Arklow Shipping provides an 

insight into the rationale and practicalities of a 

voluntary, non-mandatory ecdis programme. 

This is certainly a situation in which it pays to 

share knowledge and experience by any practical 

means; everyone gains from spreading safety 

critical information as widely as possible. 

It was encouraging to see the level of 

engagement at the Ecdis Revolution Conference 

in London last year, though it was sobering to 

register the degree of uncertainty and confusion 

that remains in some areas. Events such as this, 

along with increasing online interaction, suggest 

that more industry players are getting to grips 

with the ecdis challenge, sharing their worries, 

problems and solutions. Nevertheless, as we all 

know, management and operational standards 

vary dramatically between shipping companies 

and there can be little doubt that as the ecdis 

rollout progresses, a heavy burden will fall on 

flag states and port state control to ensure safe 

compliance in fact as well as in the letter of the law. 

Invariably, when any aspect of ecdis is under 

discussion, it does not take long before training 

is identified as a key and possibly defining 

factor. After all, it is generally agreed that ecdis 

as presently constituted is far from perfect and 

not necessarily always particularly intuitive 

or user friendly. Consequently, it is vital that 

operators understand not only how to operate their 

equipment; they must fully appreciate both the 

general limitations of ecdis and also the particular 

quirks of the make and model of ecdis they are 

using. Opinions vary as to the appropriate nature 

and level of training required and how it should 

be delivered. But while we may debate how the 

ideal arrangement might look, it must be accepted 

that training hundreds of thousands of bridge 

personnel over the next seven years will prove 

intensely challenging, especially as the demand for 

training will show significant spikes around major 

implementation dates. 

In terms of equipment supply and training 

provision there is everything to be said for making 

ecdis arrangements well ahead of your mandatory 

carriage date. When it comes to safety critical 

systems, it’s not such a good idea to be involved in 

the marine equivalent of last-minute shopping at 

the filling station on Christmas Eve. ECDIS 



understanding ecdis 

Frequently asked 

questions about Ecdis 

What does ecdis stand for? 

Electronic chart display and information system. 

Ecdis displaying ENCs (see below) are recognised 

under Solas regulations as being capable of meeting 

the chart carriage requirements for international 

shipping. Therefore if flag state approved, and 

unlike any other electronic charts, the systems may 

be used as the primary sources of navigational 

information in place of paper charts. 

Is ecdis training mandatory? 

It has always been considered clear that under 

STCW 95 ecdis systems are deemed to be included in 

the term “charts”. Therefore it follows that if ecdis is 

used as a chart the user must demonstrate the same 

degree of knowledge and competency concerning 

the use of ecdis as a user of a conventional chart 

must demonstrate in chart competency. 

The recent Manila amendments to STCW 95 have 

confirmed this interpretation and provided details of 

the training required. Nevertheless, it is interesting 

to compare the time and effort currently invested in 

training for traditional chartwork with the short time 

stipulated for ecdis training. Traditional chartwork 

remains vitally important but as ecdis progressively 

becomes the default navigation display system it 

seems sensible that the balance of initial training 

should be adjusted to recognise this fact. 

What are the requirements for ecdis training? 

IMO approved a standardised model course for 

ecdis training on the operational use of ecdis in 1999 

(IMO course 1.27). This course is offered by approved 

training institutions and maritime academies. This is 

termed generic training and covers legal aspects and 

requirements while highlighting the dangers of over 

reliance on the technology. Students receive a wideranging, 

albeit brief, introduction to subjects, including 

the presentation of data, the various functions 

available, errors in display and interpretation, and 

ecdis back-up. Type-specific ecdis training is also 

required so that students will be familiar with the 

equipment they actually encounter on board. This is 

generally, but not exclusively, provided by equipment 

manufacturers. The MCA has recently issued guidance 

on the subject of ecdis training – please see page 11. 

What are ENCs? 

Electronic navigational charts. These are official 

vector charts that conform to the specifications of 

the International Hydrographic Organisation (IHO) 

and that are issued by or on behalf of a national 

hydrographic authority. ENCs are fully compliant with 

the IHO product standard. IHO member nations are 

responsible for producing ENCs of their own waters 

and updating them with all safety-critical information. 

What is a RENC? 

A regional ENC co-ordinating centre. To ensure 

uniformity in the format and distribution of ENCs, the 

IHO created a principle called WEND, or Worldwide 

Electronic Navigational Database. WEND anticipated 

that each major geographical area of the world would 

have its own RENC. Each ENC-producing nation 

would send its data to the local RENC, which would 

be responsible for validating and distributing the ENCs 

to end-users. It hasn’t quite worked out like that so far. 

There are only two RENCs operating worldwide, 

Primar-Stavanger in Norway and the UK-based 

International Centre for ENCs (IC-ENC). However, 

there are two RENC offices in the IC-ENC framework. 

The UK Hydrographic Office runs the headquarters 

office and the Australian Hydrographic Service 

manages the second. 

What are RNCs? 

RNC stands for raster navigational chart, which is 

a digitally scanned copy of an official paper chart. 

RNCs can only be issued by or on the authority of 

a national hydrographic office. RNCs may be used 

in ecdis, most likely in areas where ENCs are not 

yet available. However, if ecdis is using RNCs, this 

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

must be in conjunction with an appropriate folio of 

up-to-date paper charts. 

How are ENCs kept up to date? 

In common with paper charts, ENCs (and RNCs) 

must be kept corrected by notices to mariners issued 

by hydrographic offices. This is achieved by applying 

regular update information to the chart data via a 

data file. 

The update file may be transferred wirelessly 

or by a suitable medium such as a CD. The 

updating process is automatic although ecdis has 

the capability for manual updating. This can be 

employed if the digital update is not available. 

What is a VAR? 

A value added reseller. RENCs appoint VARs 

to act as specialist distributors, developing their 

own services revolving around ENCs. VARs will 

generally include additional complementary 

electronic products, providing these tailored services 

through their own distribution networks. 

What are MIOs? 

Marine information overlays. These provide 

additional information for ecdis that is not contained 

in the ENCs. MIOs provide valuable supplementary 

information not regarded as critical for navigation. 

What is ECS? 

Electronic chart system. An ECS is any arrangement 

of hardware and software for displaying electronic 

charts that is not a fully compliant ecdis which 

is approved for navigation on a specific ship by 

the appropriate flag state authority. When a vessel 

operates with ECS the paper charts remain the official 

basis for navigation, so the vessel must retain and use 

a full folio of up-to-date paper charts on board. 

Nevertheless if a shipping company provides an 

ECS for use on board, it has a duty to ensure that the 

officers are competent in its operation even though 

it is not the primary means of navigation. 

How do I obtain flag state certification? 

Flag states differ in their approach. The best advice 

is to contact your flag state at an early stage to 

ensure that you understand its specific requirements 

and to confirm that the equipment you plan to use is 

acceptable. As things stand, it is necessary to obtain 

a certificate of equivalency to allow ecdis to be used 

to fulfil the Solas chart carriage requirement. The 

certificate shows that the vessel has a type-approved 

ecdis fitted in accordance with IMO requirements 

and that it is provided with an approved backup 

system. There will also be crew training and 

documentary requirements such as SMS to fulfil. 

When must I have approved ecdis on my ship? 

An amendment to Solas chapter V regulation 19.2 states 

that ships on international voyages must be fitted with 

ecdis according to the following timetable (below). 

Where can I find relevant regulations and 

official advice? 

Until recently this has generally not been so 

easy, but you can now take advantage of www. 

ECDISregs.com. Its stated mission is to provide 

a full, free-to-access library of publications and 

documentation of regulations pertaining to 

ecdis and related subjects. It also offers an ecdis 

regulations notification service. ECDIS 

Ships may be exempt if taken out of service within 

two years of the relevant implementation date 

TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS 

Ship type Size New ship Existing ship 

Passenger ships ≥500gt 1 July 2012 No later than first survey after 1 July 2014 

Tankers ≥3,000gt 1 July 2012 No later than first survey after 1 July 2015 

Dry cargo ships ≥50,000gt 1 July 2013 No later than first survey after 1 July 2016 

≥20,000gt (new ships) 

20-50,000gt (existing ships 

≥10,000gt (new ships) 

10,000-20,000gt (existing ships 

1 July 2013 No later than first survey after 1 July 2017 

1 July 2013 No later than first survey after 1 July 2018 

3,000-10,000gt 1 July 2014 No retrofit requirements to existing ships

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choosing hardware expert opinion 

Shopping for ecdis 

Mike Pearsall, business development 

manager with training and 

consultancy company Ecdis Ltd, 

offers some expert advice to those 

tasked with selecting ecdis hardware 

How do you go about buying ecdis for your 

ships? First of all you must learn your 

subject well and get to grips with the 

requirements of your flag state and the ports your 

vessels may visit. 

When it comes to purchasing hardware, does it 

matter which make and model you choose? After 

all, they are all type approved. Probably much 

more than you think, because the performance 

standards against which ecdis are tested represent 

a minimum level of performance and functionality. 

So, although all type approved products are 

acceptable in the regulatory sense, they are 

certainly not equal. 

Find opportunities to obtain hands-on experience 

and compare a range of products. Reading 

manufacturers’ brochures is not enough. Ecdis is 

important, safety-related equipment and should not 

be purchased without proper consideration. 

Investigate the extent to which a system is 

future-proofed. How easily can the hardware and 

software be upgraded? Ecdis are essentially desktop 

computers, so bring your relevant 

experience to bear on the technical 

specification, and remember how 

often you find the need to upgrade 

computers at home and in the office. 

Consider the medium term 

commercial viability of the 

manufacturer. If the company 

folds and upgrades cease, your 

ecdis may not be able to respond 

to regulatory changes and so 

its ability to satisfy flag state 

requirements could be lost with 

potentially serious flag and port 

state control implications. 

Mike Pearsall: ecdis should 

not be purchased without 

proper consideration 

Ecdis should deliver safer navigation and ease 

the workload. But your choice of equipment will 

have a marked bearing on the extent to which these 

benefits are delivered. 

Will the system interface with the other bridge 

equipment? The ability to copy co-ordinates from 

Navtex, for example, is invaluable when plotting 

temporary areas. The ease of use and the transfer 

functionality contribute to the safety of navigation. 

Remember that ecdis is no more than an aid to 

navigation. Navigators must develop the routine 

of regularly checking and verifying the vessel’s 

position and progress. The standard requires some 

provision of the necessary navigation tools, but what 

is it like to use them? How effective is your chosen 

ecdis as a platform for non-GNSS navigation? How 

do you lay off compass bearings and cross them 

with radar ranges? Would you be comfortable 

repeating that process every 15 minutes? If not, will 

your sea-going staff want to be bothered? 

Ecdis can make life easier, but if the software is 

badly designed, navigators will not be at ease with 

it. The performance standards specify what must be 

done but not how to do it. 

Speed is important and this is linked to hardware 

specification and future proofing. How quick is the 

system when scrolling, zooming and loading new 

charts? The performance standard requires these 

functions to be delivered in less than 5 seconds, 

but that is slow! Imagine counting slowly to five 

in a critical navigational situation. 

Is the hardware specification 

sufficient to allow the software to 

process the high volume of data 

that the system may be required 

to display? A slow system is a 

dangerous system. 

Find out how long it takes to 

undertake chart updates. Is there 

an option for direct SENC updates? 

Some systems take hours while 

others take minutes. Time, effort 

and money invested at this stage 

will repay handsomely in the long 

run. ECDIS 



expert opinion: choosing hardware 

Is it best to rent or buy? 

Leasing ecdis equipment may be 

the best way to ensure continued 

compliance while avoiding unpleasant 

surprises, Andy Norris suggests 

Anyone under the impression that the move 

to ecdis involves a one time ‘fit and forget’ 

transaction could not be further from 

the truth, according to Andy Norris. “Ecdis must 

operate with ENC data prepared to International 

Hydrographic Organisation (IHO) standards. These 

standards can be subject to changes which in turn 

require updates to ecdis software in order for it to 

continue to function correctly. 

“Some older systems may still be unable to 

display archipelagic sea lanes and particularly 

sensitive sea areas because the IMO requirement to 

do so was introduced after they came into service.” 

In fact this change in standards served to highlight 

the problem and in consequence IMO issued a 

safety of navigation circular (SN1/circ 266) requiring 

manufacturers to provide a mechanism to ensure 

that their software maintenance arrangements are 

adequate. Not surprisingly, this requirement was 

incorporated in the latest, 2008 version of the type 

approval standards. 

Furthermore, the circular leaves no doubt about the 

legal importance of the matter, noting that if an ecdis 

is not updated for the latest version 

of the IHO standards, it may not meet 

the Solas chart carriage requirements. 

“This functionality will certainly be 

put to the test in a few years time with 

the eventual introduction of the new 

IHO data standard S-101, planned to 

replace the existing S-57 standard. In 

addition to delivering a major revision 

to existing ecdis software it could 

well find some systems insufficiently 

powerful to run the upgrade in a 

satisfactory manner.” 

While he appreciates and supports 

Dr Andy Norris: ecdis equipment 

must be able to accommodate 

amendments to standards 

the need for continued compliance, Dr Norris says he 

can see it leading to problems. “Consider the situation 

if a software upgrade cannot effectively be handled 

by the existing hardware. This is something we are 

all familiar with in our offices and homes, but for 

onboard safety critical equipment it is a more serious 

matter. Will it be necessary to buy a new ecdis or will 

it be possible to replace the outdated and inadequate 

internal hardware? 

“Neither solution is easy or cheap, and you 

would need to consider whether upgrading internal 

hardware may lead to issues with continuity of your 

equipment’s type approval. Even so, the type approval 

issues are unlikely to be insurmountable and this 

approach could deliver a cost effective means of 

extending a unit’s useful life.” 

While shipowners can do their best to future-proof 

by sourcing well specified systems, that can only help 

to a limited extent and the expense and logistical 

challenges of an unforeseen fleet refit or upgrade 

would be unwelcome at the very least. Furthermore, 

a difficult situation would arise if the manufacturer of 

your ecdis equipment went out of business. Deprived 

of support and upgrades, your expensive investment 

could quickly become unviable. 

One way of addressing such problems, suggests 

Dr Norris, would be to move to a business model 

in which shipping companies lease their ecdis 

hardware, rather than purchasing it outright as is 

generally the case at present. “That way all hardware 

and software upgrades remain 

the responsibility of the supplier 

and come as part of the package, 

removing the danger of unexpected, 

unplanned costs. What’s more, a 

well organised leasing company 

should be able plan and manage 

upgrade activity in such a way as 

to incur the minimum of shipboard 

disruption.” ECDIS 

Dr Andy Norris is the author of 

Ecdis and Positioning, published 

by the Nautical Institute 


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training 

Type-specific training is 

still a tricky problem 

Training guidance has been 

published by the UK´s Maritime and 

Coastguard Agency 

Marine information note (MIN) 405, 

published by the UK’s MCA, sets out 

to clarify acceptable forms and levels of 

ecdis training for personnel on UK-flagged vessels 

which have ecdis as their primary means of 

navigation. It makes no reference to ecdis training 

for pilots, but you can find information on that 

subject on page 24 of this guide. 

The master and all navigational officers of 

such UK-flagged vessels are required to have 

completed both generic and ship-specific 

equipment ecdis training. Generic training is 

fairly straightforward as it must be delivered via 

an officially approved method. 

Completion of any one of the following, 

together with reference to MIN 405, should satisfy 

port state control officers that the holder meets 

the required ecdis generic training requirements: 

 

course (operational or management) completed 

after 1 January 2005 

 

 

(second – 2004 – or subsequent edition) 

 

ecdis course 1.27, approved by the MCA 

 

ecdis course 1.27, approved by the maritime 

administration of an EU member state. 

MCA says ecdis ship-specific equipment training 

should relate to the ecdis equipment actually fitted 

to a ship, so it will be necessary to undertake such 

training for each different system an individual is 

required to operate. 

This training should build on the MCA-approved 

MIN 405 will apply to training for the Sperry Marine 

bridge system on UK-flagged ropax, Spirit of Britain 

generic training. It should be delivered by the 

equipment manufacturer, its approved agent or a 

trainer who has attended such a programme. Trickle 

down training, one officer training another and so on, 

is not acceptable because it results in an incomplete 

transfer of knowledge of the equipment’s capabilities. 

There is no MCA approval system for shipspecific 

equipment training and MIN 405 does 

not specify exactly how it should be delivered. It 

appears to be up to manufacturers and trainers 

to develop solutions, which could include CBT or 

onboard training, and demonstrate that they are 

fit for purpose. This still leaves matters less than 

perfectly clear for UK shipowners seeking to employ 

ecdis as the primary means of navigation. 

Paul Hailwood, director, Hailwood Consultancy, 

has particular expertise in assisting shipping 

companies with the transition to ecdis and 

integrated navigation systems. He says, “I believe 

that type-specific training should be approved by the 

manufacturer. Taking the example of a UK-flagged 

ship; when the shipowner approaches the MCA to 

discuss an application to operate with ecdis as the 

primary means of navigation, I would expect the 

shipowner to identify type-specific training for each 

officer with a signed and approved certificate from 

the ecdis manufacturer. This is significantly different 

from onboard ‘familiarisation’ training conducted 

between the officers.” ECDIS 



training 

Arklow’s fleet features 18 fully ecdis compliant vessels 

Early adoption increases 

safety and efficiency 

A forward looking shipping company 

reaps the benefits of its voluntary 

ecdis roll-out 

In terms of its attitude to ecdis, Arklow Shipping 

demonstrates an unusually pro-active approach. 

Founded in 1966, the company has built up a 

fleet of modern single deck, box hold, and container 

fitted general cargo vessels ideally suited for the 

carriage of fertilisers, grain, steel, aggregates, china 

clay, wood pulp, coal and chemicals, among others. 

Currently the fleet of 41 vessels, ranging from 

3,000 to 14,500 dwt, operates mainly within northern 

Europe but the company is gearing up to trade 

further afield. 

What sets Arklow apart from the herd is that 

although none of its vessels fall under the scope 

of mandatory ecdis carriage, it already has 18 fully 

ecdis compliant vessels sailing without a full folio 

of paper charts and the intention is to add five more 

ecdis equipped vessels during 2011. 

Arklow’s marine superintendent, David Elliot, 

says there are good strategic and practical reasons 

for adopting this policy. 

“In 2004 the company embarked on a 

newbuilding programme, intended both to replace 

older tonnage and also to increase the size of 

the fleet. Our owners wanted the newbuildings 

equipped to meet regulatory requirements up to 

2020. E-navigation and ecdis were factored in as 

likely future requirements. 

“On the practical side, manning levels in our fleet 

range between seven and 10 crew and our vessels 

average between four and five cargoes per month. 

Our crews deal with a high workload and meeting 

the ILO hours of rest requirements is a major 

exercise in time management. We recognise the 

value of technology that can reduce that workload 

while delivering enhanced navigational safety.” 

Capt Elliot acknowledges that the manageable 

size and nature of the company and the stability of 

its personnel act in its favour when implementing 

ecdis, particularly in the vital matter of delivering 

effective training. 

“Training is crucial, not just for the crew but also 

for relevant members of the management structure 

ashore. To achieve a smooth transition from paper 

charts to ecdis it is essential that key shore staff 

receive appropriate training. 

“The ISM code puts the responsibility on 

shipowners and operators to ensure that personnel 

are given appropriate training and familiarisation 

with their duties prior to sailing, while the STCW 

convention requires navigating officers to possess a 

thorough knowledge and ability to use navigational 

charts. That applies as much to ecdis-running 


ENCs as it does to paper charts.” 

“Initial generic training does not present any 

particular problems for Arklow, but it is vital 

that this is followed by effective type-specific 

training. In the early stages of the company’s 

ecdis implementation, type-specific training was 

necessarily carried out ashore, but now the policy 

is to provide it on board, and with good reason. To 

be really useful, type-specific training must include 

familiarisation with the actual, onboard hardware 

installation. All the hardware issues we have 

experienced have been with simple matters such 

as loose wires. It is important to have the practical 

knowledge to deal with these glitches.” Overall, 

he says, the system rarely fails and if it does it the 

problem can generally be traced to improper use. 

Capt Elliot says that ideally there should be 

common ecdis equipment across a fleet and this 

was one aspect of the implementation plan. In 

practice, and for a variety of reasons there are two 

systems in use but he says the crews have adapted 

well. Even so, the company aims to avoid chopping 

crews between vessels with different systems. 

Furthermore, crews also have to adapt to changes 

resulting from system software upgrades. 

With regards to the onboard changeover from 

paper to ecdis, he says it is vital to recognise 

and respect the different rates at which people 

become familiar with the technology and 

accept that this variation can be considerable. 

Thoughtful deployment of navigation officers 

can help with this process, which becomes easier 

as you approach critical mass with trained and 

experienced personnel. 

“Not surprisingly the younger ones are quicker 

to adapt and so we find that mixing 

young second mates with older 

masters works well. And it works 

both ways. While the older, sceptical 

masters learn to operate and 

appreciate the system, they pass on 

their innate caution to the younger 

personnel, teaching them to trust 

nothing in isolation and to check – 

and check again. 

“We do whatever is necessary 

to ensure that our masters are 

comfortable and confident with 

ecdis. This can involve extended 

Capt David Elliot: Training 

is crucial for crew and 

shore managers 

handovers at sea.” He says that although this 

inevitably eats into leave periods, dedicated staff 

accept the need to make this sacrifice to ensure the 

continued safe operation of their vessels. 

“Paper charts must be retained on board until 

everyone associated with the vessel is competent 

and confident with the ecdis fit. For our first ecdis 

equipped vessel we kept paper charts on board 

for six months, but this has been progressively 

reduced and now we are down to, typically, six to 

eight weeks.” 

It doesn’t end there, because whenever a 

superintendent or training officer visits a vessel, 

the ecdis and onboard procedures are checked 

for proper operation. Furthermore, superintendents 

make ‘check voyages’ to observe the standard of 

navigation on board. 

Capt Elliot says he is well aware of reported 

accidents and incidents attributed wholly or in part 

to the use of ecdis and ECS. He says that in virtually 

all cases it is not the equipment but rather its 

improper use that resulted in bad outcomes and this 

just reinforces his determination to deliver proper, 

effective training and monitored performance. 

Approval of the training plan is just one aspect of 

the consultation process with the flag state regarding 

an application to sail without paper charts. There is 

plenty more to do including a significant revision 

of ISM in the light of the move from paper to ecdis, 

including crew familiarisation records, performing 

and recording of passage planning, route validation 

and scrutiny, the portfolio of cell licences and 

updating chart cells. 

Capt Elliot concedes that ecdis is not perfect. In 

particular he notes that the lack of standardisation 

is a particular problem when 

integrating a pilot into the bridge 

team. “Pilots cannot be expected to 

be familiar with all available systems, 

so I support the idea of a common 

HMI such as S-mode.” 

Overall he says, for Arklow 

Shipping, implementing and 

embracing ecdis has been and 

continues to be a very positive 

development. “Our crews like 

it, it enhances the safety of our 

operations, and we see genuine cost 

savings.” ECDIS 



training 

Research seeks to plot a 

course for better training 

Many shipowners appear to be 

reluctant to invest in ecdis training, 

according to research carried out by 

Capt Zakirul Bhuiyan, senior lecturer 

in marine simulation at Warsash 

Maritime Academy 

For all its advantages, ecdis is only as 

effective as its operator. IMO’s mandatory 

carriage requirements for ecdis have created 

a challenge for the shipping industry to provide 

good quality ecdis training in order to deliver 

competent operators. 

In view of the urgent importance of effective 

ecdis training, I have conducted a research project 

to investigate the need to improve ecdis training 

for merchant ship navigators. The research has two 

main objectives: to assess the adequacy of the ecdis 

training currently provided, and to determine ways 

of improving the current ecdis training in line with 

future requirements. 

Research data was collected from a questionnaire 

completed by 149 serving navigating officers of 

various ranks attending professional courses at a 

maritime institute. I also used 11 structured interviews 

to gather the views of professionals directly or 

indirectly involved in deck officer training on board 

and ashore, including maritime college lecturers, 

shipping company managers and surveyors. 

70 per cent of responding students have used 

some form of electronic chart systems on board, 

including approved and non approved charts. Only 

18 per cent had sailed with ecdis as the primary 

means of navigation and 9 per cent were confused 

about the difference between ecdis and ECS. 

65 per cent of the participants had received 

some form of ecdis training, but the results indicate 

interesting views as to how and why it was 

provided. When joining vessels equipped with ecdis 

Capt Zakirul Bhuiyan: not all training providers follow 

the suggested length of the IMO model course 

for the first time, 52 per cent said they had picked 

up the training on board after joining the vessel (ie, 

essentially unstructured, on-the-job). 

33 per cent of the generic training holders had 

received this training as a part of their certificate of 

competency, although at the time of survey, it was 

not a direct requirement of the STCW 95 code (the 

Manila amendments to the STCW convention and 

code will change this situation). 

25 per cent received training from the ecdis 

operator course, normally following the IMO model 

course. 24 per cent received training in accordance 

with the requirements of their company’s ISM 

code. 47 per cent of students said their training was 

approved by the administration, 21 per cent said it 

was not, while 32 per cent were not sure about the 

status of their training. 

The research showed that the suggested length 

of the IMO model course is not always followed 

by training providers, while equipment-specific 

training lacks guidelines or regulations and there is 

no regulatory body to draw guidelines on the typespecific 

training performance standards. 


There is no harmonised training available 

worldwide with different countries carrying out 

training using their own interpretation of the 

requirements. Although the duration of the IMO 

recommended model course 1.27 is 40 hours, in 

practice most of the current ecdis courses include 

only 20 to 24 hours of training, in order to reduce 

the costs. Research also shows that the courses are 

normally poorly defined with no consideration for 

the definition of the appropriate equipment. 

When students were asked for suggestions, 42 

per cent of them stated that the practical part of the 

training should be extended in the course and 30 

per cent felt the familiarisation of the equipment 

needs more time. Encouragingly, 79 per cent believe 

all deck officers should get proper training before 

serving on a paperless ship and 77 per cent said 

more training is essential to become competent and 

confident to serve on a paperless vessel. 

Regarding students’ practical onboard 

experience, 42 per cent commented that ecdis 

often or always causes information overload. This 

overload on operators is quite alarming, as ecdis 

should be used for the best information display. This 

can only be achieved when the ecdis settings are 

properly configured. 

When using ecdis, navigators should be able to 

recognise the optimised navigational information 

required in any situation including effective 

management of the alarm system, safety settings 

and integrity of the system. 

About 70 per cent of participants had very poor 

understanding of ecdis back up arrangements, even 

though its role should be defined very clearly in the 

safety management system (SMS). When questioned 

further, 78 per cent commented that risk assessment 

was not included in the training courses they had 

undertaken. About 46 per cent of students said 

that ecdis alarm management was not included in 

their training. 

88 per cent agreed or strongly agreed that over 

reliance on ecdis has contributed to some recent 

marine accidents. Furthermore, ecdis can become 

more of a liability than a benefit if watch officers are 

unfamiliar with the systems in use, or are confused 

by the information presented. 

The survey indicated that operational guidance 

on ecdis was provided on 91 per cent of the 

participants’ vessels, which shows a positive 

attitude to safety management. However, the actual 

effectiveness of these guidelines is an area which 

requires further study. 

On the subject of ecdis and GPS, 86 per cent 

of survey participants said that GPS can be relied 

upon, indicating that ecdis users are confident 

about the reliability of GPS. But this result also 

demonstrates that in many cases mariners have not 

been made fully aware of the dangers of placing 

total and absolute reliance on GPS for the safe 

navigation of their vessels. GPS is not infallible; it 

is susceptible to interference and loss of accuracy 

(for example in piracy areas). It is quite possible for 

large errors caused by an unhealthy satellite to go 

undetected for many hours which may be further 



training 

A bridge simulator is a valuable ecdis training tool 

aggravated by jamming and spoofing. 

The transition from paper chart navigation to 

paperless ecdis navigation will require emphasis 

throughout an officer’s training period. A full 

integration of ecdis training is needed within the 

professional certificate structure. Organisational 

policy should establish the training standards with 

which ship’s officers must comply. A risk assessment 

procedure including ‘what if’ type questions and 

quality control guidelines should be available on 

board and ashore for each ship. It is essential that 

masters, navigating officers and shipowners raise 

their level of ecdis awareness. 

It is evident from the research that all training 

professionals agree on the need to incorporate 

detailed assessment procedures in the training to 

determine whether a certificate can be awarded. 

78 per cent of participants believe that ecdis 

training should be a part of continuous professional 

development, although some of the interviewees 

argued that if officers are continuously using ecdis 

they do not require refresher courses and navigators 

learn more from practical experience with the 

equipment than they do in college. 

The speed at which modern technology is 

developing may mean that those who have not 

attended an academic training course in, say, the 

past 5 years, ought to receive refresher training on 

all modern equipment, including ecdis. More to the 

point, ecdis trainers should themselves be required 

to attend refresher courses at least every 5 years in 

order to maintain up-to-date knowledge and ensure 

that they are complying with the legal aspects and 

the implementation of the appropriate standards. 

Regarding ecdis equipment itself, 85 per cent 

of students and the majority of interviewees are in 

favour of a harmonised approach from the different 

manufacturers. With so many makes and models 

available, generic training can only advise students 

of the functions available and that somewhere in the 

menu system those functions can be found. Without 

some form of harmonisation, officers will need to 

top up with type-specific training throughout their 

careers as they change between vessels fitted with 

different systems. 

In my opinion, the best option for addressing this 

problem is the idea of ‘Standard mode’ on every bridge 

in the future. When it is pressed each component 

would return to a default display with which every 

operator is familiar. The whole concept of developing 

S-mode is to produce a common recognisable set of 

controls. The first stage in the development will be 

an initial study of user requirements, followed by the 

creation of a few working models for simulator trials 

around the world involving practicing mariners. 

Such harmonisation will be an advantage for 

pilots and navigators changing ship or company. 

Furthermore, it might concentrate innovation on the 

needs and capabilities of the ecdis operators and make 

new technology solutions more user-friendly. A regular 

review of harmonisation standards should ensure that 

the latest innovations are taken into account. 

Many shipowners appear to be reluctant to 

invest in training, adopting the attitude that the 

navigators will be trained by using the equipment. 

This is unsatisfactory and grossly inadequate. The 

additional expenses of travel, accommodation and 

the attendees’ unavailability for work are a major 

drawback for many ship operators. Due to the 

officer shortage, promotion occurs more quickly; 


less experienced officers tend to make more mistakes 

causing more hazardous situations. Onboard officers 

retention rates are in decline in many companies, as 

manning agents are engaged in ‘wage warfare’ in an 

attempt to lure officers. 

However, adequate training prevents incidents 

and accidents and gives the crew the confidence 

to operate equipment competently and handle 

emergencies effectively. Training costs should be 

seen as an inescapable long-term investment that 

will contribute towards future profits. 

The absolute responsibility for enforcing the IMO 

ecdis carriage and training requirements will remain 

with the flag states. A voluntary audit system may be 

considered in the future, which would then provide 

guidelines to address the training shortcomings. 

In my view the governments of many developing 

countries often lack the resources and expertise 

to implement measures with the same speed as 

developed countries. IMO should address this 

imbalance by assessing the needs of countries and 

matching them to expertise, funding and training, 

which may be made available by donor countries. 

One of the important measures that should be 

considered in the future by port state control is the 

adoption of more focused attention during ship 

inspections towards the validation of ecdis training 

levels. The global nature of PSC is ideal for delivering 

TYPE OF ECDIS TRAINING RECEIVED 

standardisation to the process. However, the PSC 

officers also require proper ecdis training. Moreover, 

the quality of deck officers’ training should be 

monitored during ISM internal and external audits. 

Open ecdis forums such as the Nautical Institute 

ecdis forum are worthwhile in maintaining ecdis 

training and knowledge and provide a valuable 

platform for the exchange of ideas. 

Finally, the research highlighted the importance 

of cross checking ecdis information with input from 

other sensors, most importantly a visual lookout, 

as the human eye is the most valuable tool at a 

navigator’s disposal. It is important to stress that ecdis 

will be a valuable asset in assisting the navigating 

officer to allow more time to keep a lookout and 

provide improved situational awareness. 

The research contains an element of bias as it 

has been carried out at a training provider and the 

interviews were conducted in the UK; so it cannot 

be assumed that the responses would be mirrored 

elsewhere. This limitation is addressed by a 

recommendation for further research, perhaps 

involving sea-going deck officers internationally. 

Moreover, a qualitative study of the new 

proposed IMO ecdis model course is vital to 

harmonise training. This will help to achieve an 

improved and universally acceptable ecdis training 

structure. ECDIS 

40% 

35% 

ECDIS training received 

percentage of resposes 

30% 

25% 

20% 

15% 

10% 

5% 

0% 

Part of CoC 

ECDIS 

operator 

training 

flagstate 

requirement 

by 

manufacturer 

company 

requirement 

other 

generic training 

equipment specific 

32% 

25% 

16% 

6% 

24% 

13% 

36% 26% 

22% 

Results from a recent survey conducted by Warsash 



ecdis in action 

Companies must take 

ecdis seriously 

Karen Kruse, marine superintendent 

with Nordic Tankers, offers valuable 

advice based on the implementation 

of ecdis across a large tanker fleet 

Ecdis is here to stay, despite gaps and 

flaws in the IMO standards, flag state 

requirements, the equipment itself and 

training arrangements. Companies must take the 

matter seriously and identify and address these 

shortcomings in creating usable fleet solutions to 

reduce the risks as far as reasonably practicable. 

There is no simple way to achieve this; the task 

will be dynamic and never-ending as equipment 

and rules develop and change, but when the basics 

are in place, building on top and revising procedures 

will be much easier. 

In my opinion, the three most hazardous 

shortcomings of the IMO standards relate to 

essential sensor inputs, safety parameter settings 

and safety contour settings. The IMO standard only 

requires that ecdis should be connected to systems 

providing continuous position-fixing, heading and 

speed information. All other sensor inputs/layers 

are optional. 

I highly recommend that the radar overlay 

should be provided, not least because it provides 

an independent means of checking the ecdis 

when sailing in coastal areas. If the GPS signal or 

input fails it will be quickly detected by the user, 

independently of any alarm generated. However, it 

must be ensured that the same conning position is 

used for both ecdis and radar setup otherwise the 

overlay could show discrepancies. 

I also recommend the Navtex/T&P notice 

overlay to ensure that the vessel can monitor 

all relevant Navtex/T&Ps on its route and 

that redundant warnings and notices will be 

automatically deleted. 

Echo sounder input allows the system to 

generate an alarm for the minimum depth value 

based on actual sounder data (minimum UKC 

allowed). If the echo sounder input is not supplied 

then the system can only give an alarm based on 

depths in the ENC chart. 

The ship’s position is invariably delivered 

by GPS, but whenever possible, a second 

independent positioning method of a different 

type should be provided. 

In the absence of two distinct position fixing 

systems, I recommend that two GPS units should 

be connected directly to both independent ecdis 

units. The GPS signals will then show as primary/ 

secondary position on the ecdis and the systems 

will be able to monitor and generate an alarm on 

GPS discrepancies set by the operator. Otherwise 

the ecdis can only give an alarm if the single GPS 

signal fails. 

I also recommend the use of the AIS overlay, 

although radars complying to the latest standards 

already have this facility. VDR must be connected 

to the ecdis to provide maximum functionality in 

the event of an incident. 

Nordic Tankers’ fleet uses Transas ecdis systems 


The serious problem with 

As far as practicable, install the 

safety parameter settings and antigrounding 

alarms is that there is 

no common terminology across the 

various makes of ecdis. This creates 

confusion in the fleet if a number of 

different types of ecdis are installed 

on various vessels. For example, the 

operator selected ahead and lateral 

same make and type of equipment 

across the fleet. It will then be easier 

and more affordable to negotiate 

better service agreements and 

create good general procedures. 

Ensure the ecdis can be connected 

to all the navigational sensors/ 

layers you choose as a company 

distances required to activate 

standard. Investigate whether 

the other safety parameter/anti 

software upgrades will be 

grounding settings are variously 

known as safety domain, safety 

zone, safety frame and safety ring. 

Furthermore the extent to which 

Karen Kruse: Radar overlay 

should be provided 

developed for your equipment. A 

good supplier will have an annual 

service agreement. 

Ensure equipment is approved 

this parameter can be adjusted is not consistent 

between makers. 

Lack of consistency is also the problem when we 

consider the safety aspects of depth contours. Values 

for these can only be chosen from a limited range of 

depth values and they are not handled uniformly 

on ecdis equipment. This is important because a 

company needs to have a procedure covering the 

most critical settings such as safety depth, shallow 

contour, safety contour plus alarm and deep contour. 

After all, the whole basic ENC picture presentation 

is dependent on how these parameters are set up. 

Vessels should not be allowed to use less than a four 

colour display setting. This lack of flexibility and 

consistency can result in a confusing and unhelpful 

situation for vessels with marginal draughts faced 

with a limited choice of depth contours. These are 

the sort of issues that a diligent company must 

address when implementing ecdis. 

While it is impossible to create an ecdis 

implementation checklist that fits all companies, I 

have made some brief suggestions that I think may 

help in developing a bespoke checklist for an ecdis 

implementation programme. 

Form a company group with competent members 

who can deal with the whole implementation 

process so someone is responsible for all steps. 

Make sure both deck and technical departments 

are represented. 

Make a full ‘management of change’ plan for 

the whole process to risk assess the equipment, 

installation, sensor inputs, training and procedures. 

A risk assessment from the MCA can be used 

(detailed risk assessment – specimen). 

according to the IMO standards – if in doubt contact 

your classification society. Class needs to approve 

the ecdis equipment and this will be stated on 

the ‘cargo ship safety equipment’ certificate. Some 

flag states also require a special ecdis flag state 

certificate. Decide on the bridge layout, ensuring the 

master ecdis is easily accessible, close to the radars 

and other bridge equipment. 

All deck officers must attend an ecdis IMO model 

course before signing on. The company must also 

establish a training procedure for the office based 

supporting staff. If you can find an IMO model 

course that uses your supplier’s equipment then 

this provides both the generic ecdis course and the 

ship-specific course. Some suppliers provide IMO 

model courses, but be aware that the standard of 

these varies despite fulfilling the IMO requirements. 

Decide how you will supply type specific training. 

Choose how you want to receive ENCs and 

weekly updates. This depends on your vessels 

communication equipment. ENC cells are normally 

ordered via e-mail and updates can be sent by 

the chart supplier weekly via the communication 

system or by CD. To receive the weekly ENC updates 

via the communication system you normally need 

have some kind of software program (unless this 

feature is integrated in the ecdis) installed on the 

bridge computer connected to the communication 

system, which should be provided with an antivirus 

program. 

You must identify a reliable ENC chart supplier 

offering a 24 hour service and implement solid 

procedures for ENC supply and updating. Check 

whether the flag state has any specific requirements. 




Currently ENC cells can be purchased in three 

distinct ways. 

These purchasing options must be evaluated to 

determine which is the most economic in regards 

to the vessels’ trading area. Once a contract is 

negotiated it can be difficult to change the chart 

system on board. Furthermore, change can create 

confusion on board. 

To avoid chart ordering failures, agree a 

maximum budget for each chart order before 

the company must be contacted. A vessel must 

of course never be denied any charts if it needs 

them. Consider your vessels’ trading areas to 

make sure your chosen supplier will be able meet 

its service obligations. 

Do not remove the paper charts on board 

before the system is completely up and running, 

including the software program for weekly ENC 

updates/ENC ordering. Before the paper charts 

are removed, I recommend that a company auditor 

goes on board to audit the navigators in the use of 

the ecdis system and verify that everything is 

working as it should. 

Implement ecdis as critical equipment and 

ensure the planned maintenance system (PMS) 

is updated with the manufacturer’s maintenance 

instructions and that these are followed. All ecdis 

defects must be reported immediately to the 

company, which must have procedures to address 

and monitor their handling. Smaller problems 

with chart upload or weekly updates can be 

addressed directly to the chart suppliers’ help 

desk with the company copied in. But again the 

supporting office staff needs to know what they 

are dealing with. 

The company must supply an ecdis failure 

flow chart, which should be posted on the bridge. 

Normally the suppliers can provide such a 

chart but it probably will not be aligned with 

your company’s safe navigational procedures. 

However it can be used as a basis to create a 

new, better chart. It must address the actions to 

be taken by the company and the vessel in the 

event of various levels of ecdis failure including 

complete ecdis station failure. 

All navigational procedures must be reviewed 

and the best way to deal with this is to read 

the IMO performance standards and the ecdis 

manual. Then you should be able to detect 

the weaknesses and flaws and identify what 

to include. If you were to ask me my opinion 

of the most vital ecdis procedures that should 

be addressed, this would be my list: check/ 

use sensor inputs, safety parameters should be 

described and defined to company standards, 

check GPS discrepancies alarm and maximum 

company tolerance, positioning on ecdis, layers 

guidance (both the two SENC layers that can be 

changed and external layers such as Navtex/ 

radar overlay), training, bridge familiarisation 

and bridge take over checklists and charts 

procedure. ECDIS 

Nordic Helsinki went paperless when it became technically managed by Nordic Tankers in September 2010 


One Step Ahead 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 




V.Ships’ ecdis training suite in Odessa 

Big is not always 

beautiful for ecdis 

V.Ships’ Alasdair Ireland explains 

that a large organisation can gain 

economy of scale benefits, but not 

with regards to ecdis 

The nature, scale and complexity of the task 

facing those responsible for implementing 

and managing ecdis across a fleet of ships is 

influenced enormously by the context in which they 

are operating. 

V.Ships is a large organisation by any standards, 

operating virtually every type of vessel on a global 

basis. Alasdair Ireland, the head of seafarer training 

with V.Ships Manpower Services describes the 

organisational infrastructure through which ecdis 

must be handled. “We have two main types of office 

to manage our fleets and seafarers. In the first place 

there is a network of shipmanagement offices based 

in traditional shipmanagement centres. Each office 

has an MD and a structure to look after the vessels 

under management for specific clients. In general 

terms, these offices are located in similar regions to 

our various shipowner clients. 

“Reporting to a head office in Glasgow, these 

offices negotiate annual fees and, depending on 

the nature of the management agreement, they will 

purchase on behalf of the client but pass the costs 

along. Therefore we may or may not be involved in 

influencing or purchasing the ecdis equipment that 

our seafarers will be required to operate. Naturally, 

we would benefit from a commonality of equipment 

across the fleets, but in practice we inevitably have to 

deal with a wide range of ecdis makes and models.” 

While the management function may have remained 

rooted in some of its traditional areas, the source of 

V.Ships’ manpower supply has shifted dramatically. 

“Our manpower supply offices are based in the 

emerging crew supply nations, Russia, the Baltic 

states and the countries bordering the Black Sea, 

including those of the former Soviet Union, India 

and China. The largest is in Manila and, like the 

shipmanagement offices, they also report to the head 

office in Glasgow, but to a different chief executive,” 

said Mr Ireland. 

These offices are responsible for seafarer recruitment 

and mobilisation, ensuring that those nominated meet 

the rank, experience matrix, training and certification 

requirements of the receiving office and the vessel. 


He continued, “So through the integration of 

two distinct, global office networks we provide 

varying levels of management services for around 

1,000 ships, over 400 of which are under full 

technical management. The seafarers in our pool 

are not permanent employees. While this is cost 

effective, it is not necessarily the best way to 

engender long-term loyalty and it can introduce 

issues concerning retention.” 

V.Ships employs around 7,000 deck officers, and 

the typical contract length means that on average 

it arranges 25 handovers every day in a continual, 

year round process. 

“As ecdis is progressively rolled out across 

our fleets, voluntarily or in response to mandated 

carriage requirements, we have to ensure not only 

that officers and masters have undertaken approved 

generic ecdis training, but also that they receive typespecific 

familiarisation appropriate to the equipment 

fitted to their next ship.” 

Mr Ireland says managers and owners can have 

differing perspectives and while responsible owners 

can be persuaded to pay realistically for a quality 

service, there is understandable scrutiny and hard 

negotiation both when fees are set, and throughout the 

management period. Furthermore, faced with a raft of 

legislative pressures, it has to be accepted that ecdis 

does not always rate very highly in many people’s 

perception of the most pressing issues. He says it is part 

of his job to try to get them to modify that viewpoint. 

“When, and to what extent should we invest 

in a training package, especially when there is no 

certainty that the seafarer will remain with us? We 

are bound to resort to a variety of solutions reflecting 

geographic spread, vessel type, 

ecdis type, trade and the likelihood 

of ever seeing that seafarer again. 

“Generic training is shore based 

and so it is relatively simple to 

schedule. However, shore-based 

training can only be conducted 

during periods of vacation between 

contracts, and although the seafarer 

receives basic pay during training, 

it is disruptive to his valuable time 

at home.” 

Assuring quality in shorebased 

training is a key concern. 

Mr Ireland has a pragmatic and 

Alasdair Ireland: the standard 

of accreditation imposed by flag 

administrations varies 

forthright view of the relevant issues. 

“The standard of accreditation imposed by flag 

administrations varies, just as in the quality of 

examinations for certificates of competency and 

standards in port state control. 

“So we cannot control the quality of external 

training, even though an institution may be able to 

offer evidence of accreditation. Based on a survey of 

all my training centres conducted last year, I know that 

all the external provision we use attests to compliance 

with the IMO model course, yet some courses are as 

short as 2.5 days, when the model suggests 40 hours 

over 5 days, half of which are live on a simulator. 

“There is a quality assurance issue implicit in 

reliance on external training solutions, compounded 

by a proliferation of external providers, some clearly 

jumping on the bandwagon, not all of which are able 

to deliver to the level we would like. In addressing 

this we are developing our own training capacity at 

our larger centres in Odessa and in Novorossiysk but 

the reality is that we still have to look outside for the 

greater part of our generic training.” 

Type-specific familiarisation is a different matter. It 

relates to the seafarer’s next vessel and that is a factor 

that may not be decided until relatively late in the day. 

With such a variety of systems across the fleet it would 

not be sensible, practical or cost effective to provide 

outsourced, shore-based training for every system. 

“Type-specific familiarisation has to be conducted 

on board, and it has to be quality assured,” said Mr 

Ireland. “We are working with ship superintendents 

in the management offices to develop our own 

response to this training requirement. A very solid 

basis for this work is the ‘familiarisation checklist’ 

found in Dr Andy Norris’s Nautical 

Institute book – Integrated Bridge 

Systems vol 2 – Ecdis and positioning.” 

In summary, Mr Ireland says that 

the scale, variety and geographical 

diversity of operations mean that 

when it comes to ecdis training 

there must be a devolution of 

responsibility in order that local 

solutions can be incorporated, 

despite the inherent problems 

raised by varying standards, 

regional cultural practices and the 

necessity of delivering assured 

quality. ECDIS 



perspective pilots 

Pilots express mixed 

views about ecdis 

With upwards of 30 makes of ecdis 

on the market, it is not feasible to 

undertake type-specific training for 

all the systems pilots may encounter 

Permanent team members on a paperless 

bridge are required, as advised in MIN 

405, to have undertaken type-specific ecdis 

training or familiarisation. But what of maritime 

pilots – vital personnel who are effectively very 

temporary additions to the team? 

Don Cockrill is the chairman of the UK Maritime 

Pilots’ Association and a serving senior Thames 

pilot. Speaking to MEC about the pilotage issues 

raised by ecdis, he began by explaining the varying 

degrees to which pilots interact with the technology. 

“While a deepsea pilot will inevitably make 

significant use of ecdis to monitor a vessel’s 

progress, pilots operating in dock systems, 

harbours, rivers and estuarine situations will utilise 

their comprehensive local knowledge, primarily 

navigating visually but also making appropriate use 

of radar and, particularly in more open waters such 

as estuaries, ecdis systems where fitted.” 

Falling into the latter category, Capt Cockrill 

personally (like many other colleagues) takes a 

pro-active approach to the wide range of ecdis 

types that he meets in the course of his work, 

seeking to learn as much as he can about all of 

them. He believes that the concept of S-mode is an 

excellent idea that would make life much easier for 

everyone, pilots in particular. He also says that he 

can’t envisage it being delivered in the near future 

by regulation in an industry-wide manner, but 

that smart manufacturers may see the competitive 

benefits of providing very simple, intuitive entry 

modes along with a single button escape function 

to return to a familiar, basic display. However, this 

could somewhat defeat the core standardisation 

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

won’t be mandated in the near future 

objectives of the concept. Of course, the IMO 

performance standards already state that ecdis 

should present the standard display at any time by 

a single operator action. 

However, the button to achieve this is not in a 

standard location on the screen so the unfamiliar 

user has to hunt around the on-screen operating 

buttons to find it! Moreover, the standard display 

is very minimal, omitting many important features 

such as submarine cables. So the operator has to go 

straight back into the menu system to find and add 

the missing detail layers. 

Another observation he makes is that scrolling 

to look ahead on the small ecdis display is a 

considerable hindrance when reviewing the passage 

plan during the master/pilot exchange, and he 

says he frequently encounters problems caused by 

unfriendly labelling systems. This is particularly 


noticeable when navigators are for example, 

searching for a named anchorage, formerly a 

straightforward matter with a paper chart but now 

a question of locating an anchorage symbol, in itself 

not always so easy, and then mining deep into the 

menu system. He questions why a standard facility 

is not available to find a location simply by entering 

its name in a search box. He accepts that perhaps it 

can be done, but in his experience, no-one knows 

how! He recently confirmed with six experienced 

ecdis masters that if it exists it is a rare facility. 

He believes it all comes down to the fact that the 

underlying design of ecdis does not consider in its 

primary function the human factors at play when 

charts are actually used. 

Whilst ecdis delivers a continual picture of a 

vessel’s progress and so provides the bridge team 

with a means of monitoring the pilot’s actions, 

at the same time it compromises the concept of 

independent monitoring by alternative means. 

Furthermore, he says, ecdis itself can be distracting 

and can offer a sense of security that is not always 

justified. Perhaps even more worrying, he notes 

that the way in which the numerous displays are 

arranged on many modern bridges compromises 

the basic navigational facility of looking out of the 

window, both by providing obstructions to a clear 

view through windows but especially at night with 

their effects on night vision. 

In addition to operational problems and 

reservations, there are some complex regulatory issues 

in play with regard to ecdis in a pilotage context. 

Capt Cockrill describes how the regulatory 

element of training requirements is complicated by a 

lack of uniformity in the terms of pilots’ employment. 

While some pilotage authorities require pilots to 

hold a certificate of competence (COC) and keep it 

validated, others see the COC simply as an initial 

professional entry qualification which is not required 

to be maintained once the pilot is authorised. 

He says guidance from the MCA regarding 

ecdis training for pilots post July 2012 states 

that in order to revalidate a COC, (as explained 

in the recently published MIN 405) a pilot must 

have undertaken an STCW ecdis model course 

(currently 1.27) or equivalent. A pilot seeking 

revalidation without such training will have the 

COC endorsed appropriately. Pilots without a COC 

are advised to undertake some sort of unspecified 

ecdis training. The MCA sensibly acknowledges 

that pilots will not be required to undertake typespecific 

training. 

Pilots can, and do, circumvent the problem of 

unfamiliarity with ecdis systems by employing 

their own portable units, but as matters stand, 

these units do not form part of the ship’s 

approved navigational fit and neither can they. 

Capt Cockrill explains that in certain parts of the 

world, notably the US where portable units have 

been in widespread use for many years, a very 

pragmatic approach seems to generally prevail. 

The requirement is to use the best, most up-to-date 

information and equipment available. Failure to 

do so is likely to be viewed seriously, although 

there still seems to be plenty of potential for 

disagreement about what constitutes ‘best’! 

John Clandillon-Baker, FNI, is also a senior 

pilot with the Port of London Authority (PLA) 

and he observes a big divide in the levels of 

ecdis competency on the ships he attends. “In my 

experience, about 20 per cent of ecdis-only ships 

are using the equipment competently and deriving 

the full benefits the technology can provide and 

these are generally well managed cruise liners and 

tankers. For the remainder however, the situation is 

not so encouraging, particularly on smaller ships. I 

have encountered a number of small vessels where 

the officers display not only ignorance but also 

antipathy where ecdis is concerned. The second 

mate is sometimes the only person on board who 

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

have been sidelined 



perspective pilots 

can operate the equipment.” 

A combination of the variety of ecdis user 

interfaces he meets and the possibility that no-one 

on a ship may be able to help him find the specific 

functions he requires has meant that he has modified 

some aspects of his pilotage technique. 

He concedes that ecdis can be very helpful in 

specific circumstances. For example, a large scale 

docking display can improve situational awareness 

when manoeuvring, but only if you correctly 

interpret the information. He considers the classic 

ship-handling example of moving a vessel onto a 

berth with the bow canted across the tide towards 

the berth. If the speed of approach is excessive, the 

remedy is to reduce the angle made between the 

vessel and the berth/tide. With an aft-mounted 

GPS aerial the necessary helm movement will 

show that the speed of approach has increased, 

rather than decreased as was intended, despite 

improving the overall situation. Therefore, if you 

don’t understand the proper significance of the 

data provided it is easy to make incorrect and 

potentially dangerous interpretations. 

He says that the PLA is taking a pro-active 

approach towards generic ecdis training for its 

pilots, driven in equal measure by the desire to preempt 

regulatory requirements and to take advantage 

of the practical benefits it delivers. Earlier plans to 

provide such training in house have given way to 

outsourced provision. 

Along with his duties as a pilot, Capt Clandillon- 

Baker edits The Pilot, the magazine of the UK 

Maritime Pilots’ Association. In his editorial role he 

has considered ecdis in some depth and shared his 

findings through a series of articles. 

In concluding his most recent article, he says 

that as an overall concept, ecdis has the potential 

to enhance navigational safety by incorporating 

charting into the integrated bridge console, 

displaying information specifically tailored to that 

particular vessel’s safety parameters. 

Shipowners can benefit from a number of 

economic and administrative advantages while 

those on board are relieved of the tedious duties of 

checking and updating folios and chart correcting. 

The problem, he says, is that in order to please the 

manufacturers and to encourage them to develop 

the systems, the needs of the end user have been 

sidelined and consequently there is a bewildering 

Ecdis docking display 

number of different ecdis with a myriad of different 

operating systems incorporating incompatible 

menu systems. The situation was bad enough with 

radar but chartwork is so fundamental to the safety 

of a vessel that a comprehensive knowledge of not 

just the concept of the vector chart that underpins 

ecdis, but also the type-specific functionality, is 

essential. This need is only now being addressed 

seriously, but with so many different systems 

and so many navigators to be trained it is almost 

inevitable that there will be more incidents such 

as that described in the MAIB report of the CFL 

Performer grounding. 

“In my mini survey of ecdis-only ships that I 

have piloted, all the navigators I spoke to preferred 

the paper chart to ecdis and given the choice would 

prefer the raster chart with its familiar display to 

the vector chart. Even on the best-run vessels with 

highly trained officers I have yet to find any officer 

who believes that ecdis is the ultimate solution 

to navigation practice. However, the momentum 

to make ecdis compulsory has been driven by 

those ashore who are convinced that ecdis is 

the ultimate solution to navigational safety. Such 

a chasm between systems proponents and end 

users is regrettably a hallmark of the commercial 

maritime world.” ECDIS 

Capt John Clandillon-Baker’s ecdis articles are on 

The Pilot magazine website: www.pilotmag.co.uk 

The views expressed by Captains Cockrill and 

Clandillon-Baker are personal and not necessarily 

those of the UK Maritime Pilots’ Association and/ 

or the PLA. 


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solutions 

Get the bridge crews 

involved in selection 

Suggestions and advice are often 

given to shipowners and operators 

regarding what to consider when 

selecting their ecdis, but little of that 

advice is related to the bridge crew 

experience of operating the system, 

according to Magnus Karlsson of 

Adveto Advanced Technology 

The genesis of Adveto started with its electronic 

route planning and voyage control system, 

even before there were any electronic charts 

available, back in the 1980s. Adveto’s focus was and 

is to provide the navigators with what they ask for. 

To do this, bridge crew have been closely involved 

in the development of its current Ecdis-4000 and its 

previous three generations of electronic navigation 

systems. The results are systems that incorporate 

Bridge of the Styrsöbolagets high speed ferry Valö, 

fitted with the Adveto Ecdis-4000 

the bridge crews’ requirements for navigation and 

operation, relevant functions and features, ease of 

use, reliability and so forth. 

Examples are the early implementation of AIS 

in 1993 when Adveto, under a contract with the 

Swedish Maritime Administration, provided AIS 

present-ation software to eight of Gothenburg ferry 

operator Styrsöbolaget’s vessels, and how the AIS 

information was presented. Other examples are the 

multi view functionality with up to four different 

views available, and different presentations of chart 

information, alternative routes, different scales etc 

are possible by just pressing a button. Advanced 

predictors, unlimited alternative routes, the ecdis 

control unit and alternative night presentation 

(developed together with Norwegian high speed 

craft captains) are but a few additional examples. 

Ordering, downloading and updating ENCs directly 

from and into an ecdis over the Internet were also 

requirements put forward from the navigators. 

Numerous recommendations were given to 

shipowners and operators in the 2010 edition of A 

Complete Guide to Ecdis regarding what to consider 

when evaluating the different ecdis options 

on the market, but only one really highlighted 

the importance of the bridge crew experiences 

and knowledge. Captain Nick Dunn, managing 

director of HSC-M Ship Management stated, “An 

important consideration for HSC builders, owners 

and operators when selecting and installing ecdis 

and similar equipment, is the involvement of the 

operating crews, as these are the people who best 

understand their operating conditions.” 

Adveto agrees with this statement and 

recommend those involved in the procurement 

process to first find out what the bridge crew value 

and require before looking at other important 

factors when choosing an ecdis system. It leaves 

one to ponder the question: what is the value 

of the popular ‘one-stop-shop’ argument if you 

don’t get the system you want in that shop? ECDIS 


solutions 

Ensuring the safe 

application of ecdis 

“The safe and correct operation 

of the ecdis is vital,” says Steve 

Monk of Da Gama Navigation, an 

independent company of master 

mariners with a wealth of experience 

in advising vessels on which 

equipment they should fit, providing 

crew training and assisting in the 

development of risk assessments 

Dates are drawing ever nearer for the 

compulsory implementation of ecdis 

with manufacturers devising new ways 

of making their equipment more attractive to the 

user, procurement managers becoming confused 

by the choices available and bridge watchkeepers 

endeavouring to make sense of the regulations and 

training requirements. 

Although IMO will tell you the dates for the 

fitting of ecdis have been known for long enough, 

we’re only just beginning to witness the rush to meet 

compliance. With this comes a steady rise in the 

number of training centres but with clear evidence of 

a distinct variation in standards with some providers 

claiming to be able to squeeze the official 40 hour 

five day IMO course model into just two or three 

days. Practical experience and knowledge would 

recommend candidates look very carefully at exactly 

what’s been offered and don’t just choose the shortest 

course, as it’s likely to be the weakest. 

Many believe that with a continual GPS feed, the 

position of the ship as shown on the electronic chart 

must be correct and therefore the vessel must be 

safe. However, all too often accident reports indicate 

an over-reliance on, or a failure to correctly set up 

the ecdis as contributing to the cause of an incident 

during which the bridge team had no reason to doubt 

they were in danger. If nothing else, operators should 

remember the ecdis is only an aid to navigation. 

Ecdis system information should be backed up by 

visual references 

Additionally, the ever increasing number of 

computer screens now bombarding the OOW with a 

wealth of information means the bridge team forget or 

don’t have time to do the one thing that’s likely to keep 

them safe – look out of the window. Da Gama is not 

against advances in technology and the use of ecdis, 

however it strongly suggests bridge teams remember 

the fundamentals of navigation and always question 

the accuracy of the ecdis by effectively trying to prove 

you’re not where the computer says you are. Using 

visual references will always help. 

As mentioned, a risk assessment has to be 

completed and submitted to flag state for approval 

to navigate primarily by electronic means and to that 

end every watchkeeper should be fully conversant 

with its content. They should regularly fix the ship’s 

position by alternative means including visual 

or radar to demonstrate knowledge of the ecdis 

fallback modes and in line with most company 

policy, are advised to be tested annually in the 

safe and correct operation of the equipment by the 

means of external evaluators. 

To assist in the development of constructive 

feedback in the use of ecdis Da Gama requests any 

equipment, training or general comments are left at 

www.ecdisrevolution.org to help promote the safety 

of your fellow professional mariner. ECDIS 



solutions 

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

Ecdis Ltd offers a 

variety of solutions 

Multiple manufacturers’ equipment, 

a variety of training courses and 

industry experience are the standout 

qualities of UK-based Ecdis Ltd, 

according to Mike Pearsall, business 

development manager 

Uniquely, Ecdis Ltd provides purchasing and 

training solutions for 10 out of the 24 ecdis 

systems available on the market today, 

including Transas, Kelvin Hughes, PC Maritime, 

JRC and Totem Plus. Strong partnerships with 

major manufacturers allow buyers to view and 

compare the considerable differences between this 

equipment, housed in a special facility located in 

the south of the United Kingdom. The e-Navigation 

Centre is home to simulators, over 15 marinised 

ecdis terminals and a supplementary collection of 

specialist electronic navigation equipment. 

Furthermore, the company offers a wide range 

of approved and bespoke courses, including MCA 

(static) and DNV (available globally) approved IMO 

1.27 generic courses, type-specific courses to satisfy 

ISM requirements and tailored courses for pilots, 

accident investigators and inspecting officers. With 

customers including the Port of London Authority, 

Swedish Accident Investigation Board and Vela 

Marine International, their pedigree is clear. 

As the only organisation that specialises solely in 

all things ecdis, the team of consultants and trainers 

are comprised solely of professional mariners trained 

and practised in traditional methods of navigation, 

but all of whom have made the seaborne transition 

to go digital and adopt ‘paperless’ navigation. 

The experience brought by such individuals 

remains hard to come by in an emerging world of 

electronic navigation, where confusion still reigns 

amongst many as to the legal differences between 

ecdis and ECS, the requirements for maintaining 

a system as the primary means of navigation, and 

how a system can be operated without a GNSS 

input. The latter is crucial to understand; ecdis must 

satisfy Solas chapter V carriage requirements for 

equivalency to paper charts. What you could do on 

a chart must be easily replicated on an ecdis. 

Fortunately, amendments to STCW, coupled with 

the recent release of training guidance documents from 

a number of flag state authorities (available at www. 

ecdisregs.com), will, believe it or not, make it easier for 

shipping managers to make the transition safely and 

more easily. Naturally, the aim is to achieve compliance 

with minimal cost, so getting it right in the first instance 

will make considerable savings down the line. 

Purchasing an ecdis is a major investment in terms 

of integration, training and future-proofing – not 

something you want to get wrong. Can you gauge 

the effectiveness of a crucial navigation aid, simply 

by looking at brochures? Why settle for the first 

system you look at? You most likely wouldn’t make 

a major investment such as purchasing a car without 

test driving a few first; ecdis needn’t be any different. 

Contact Ecdis Ltd today to discuss your 

fleet requirements and arrange your visit to the 

e-Navigation Centre. ECDIS 


solutions 

Benefit of experience 

and extensive network 

Japan Radio Co Ltd's (JRC) 

professional, multi-functional 

ecdis does not only meet IMO 

requirements, but is one of the 

world’s most advanced and futureproof 

e-charting solutions available 

today, says Frank van der Ham 

JAN-2000 

JAN-701B 

JAN-901B 

JRC has been involved with ecdis development 

for 20 years. The technology integrated 

in the JRC ecdis is the result of years of 

in-house experience. By having its ecdis designed 

and manufactured in house the company maximises 

quality assurance and is able to ensure long-term 

spare parts availability. 

Its high-end ecdis line up consists of the JAN-701B 

and JAN-901B, which feature 19in and 23in displays. 

For small ships and workboats, JRC offers the fully 

type approved (black box configured) JAN-2000 ecdis. 

All new JRC ecdis models come standard 

(ex-factory) with the Admiralty Vector Chart Service 

pre-loaded range of official global ENCs and are 

ready for ARCS and C-Map with e-Token driver. 

JRC and UKHO offer this integrated service with 

direct access to the UKHO portfolio of ENCs, making 

it easier to obtain the data required for passage 

planning and voyage execution. 

JRC ecdis incorporates two Tornado processors, 

which are exclusively developed and designed in 

house to bring a new level of performance and 

reliability to ecdis operation. 

The Tornados have the power of eight 

conventional processors, and allow radar overlay 

on the JAN-701B and JAN-901B. Priority objects on 

the vector charts are not hidden but overlaid on the 

radar image. At the same time, brilliance and clutter 

controls of the radar images continue to be operable. 

Ecdis is a total change from paper charts, 

therefore key to implementation is training. JRC is 

JRC's ecdis systems can be monitored shoreside using 

its remote maintenance system 

working together with various dedicated training 

establishments that provide both generic and JRC 

type-specific courses. JRC continues to increase 

Ecdis training partners globally. 

Also the JRC ecdis systems can directly be 

connected via LAN to JRC’s VDR and S-VDR. This 

way, you can easily backup important data, without 

additional interfaces. 

JRC has a unique remote maintenance system 

(RMS), which connects bridge equipment to 

a maintenance server so the equipment can be 

monitored from land. As a result, JRC has the ability 

to cost-effectively and accurately determine the 

operating status of all ecdis systems while at sea. 

The advanced nature of JRC’s new ecdis 

system allows easy route planning and editing in 

a variety of ways, including use of the table editor. 

Dedicated menus assist in effective route planning. 

Users can import favourite or commonly used files, 

even from earlier ecdis models, using the industry 

standard CSV format. 

Ever since its founding, JRC has constantly 

worked to enhance both product sales and its 

after-sales field service, and that is why it is 

able to provide strong support. JRC has a global 

network that includes overseas branches, sales 

offices, and over 50 service agencies and 190 

service locations. ECDIS 



solutions 

Making the move to ecdis 

Kelvin Hughes’s EcdisPlus offering 

is the only complete ecdis solution, 

says Steve Mariner, director of 

business development 

To use ecdis for primary navigation – 

whether by choice or in response to the 

mandatory carriage schedule – a number 

of requirements have to be met to ensure that 

the vessel can be operated safely. Solas requires 

all ships to carry nautical charts and nautical 

publications to plan and display the ship’s route 

for the intended voyage and to plot and monitor 

positions throughout the voyage. 

Flag states do not have a uniform approach to 

ecdis approval with governments differing in two 

main areas: firstly, whether an ecdis using ENCs 

can in fact qualify as a ships’ primary system 

for navigation, and secondly, what constitutes 

acceptable back-up arrangements. 

Furthermore, training requirements can vary, 

meaning that it is important to contact the vessel’s 

flag state authority at an early stage to ensure that 

its specific requirements are understood and to 

confirm that the equipment intended for installation 

is acceptable. 

Kelvin Hughes’ EcdisPlus is a turnkey package 

that can be tailored to individual requirements. It can 

range from the supply of ecdis hardware through 

to a complete package including data, training, 

an update service and of course the management 

of paper charts and digital licenses as required. 

EcdisPlus can take a single ship or an entire fleet 

through the ecdis approval process, including 

managing the flag state certification procedure and 

implementation of a data management process. 

With over 30 manufacturers currently 

offering ecdis products, the choice of hardware 

is important. It is necessary to consider the scope 

and effectiveness of the through-life support that 

is likely to be available and it makes sense to equip 

a fleet with identical systems so that personnel 

can move easily between vessels. Kelvin Hughes’ 

Kelvin Hughes’ MantaDigital ecdis hardware uses a 

three-button and trackerball interface 

MantaDigital ecdis hardware is designed for easy, 

intuitive operation and uses the successful threebutton 

and trackerball human/machine interface 

that has been employed in Kelvin Hughes’ products 

for over 10 years. 

A single ENC supply source is often the best 

solution for most vessels. Kelvin Hughes can 

provide the most cost-effective data from a variety 

of ENC vendors including AVCS from the UKHO 

and ENCs from Primar and Jeppesen. 

Kelvin Hughes can provide expert advice and 

practical, cost effective solutions with regards to 

ecdis backup. Paper chart and publications supply 

and management are offered alongside ecdis. 

The company also offers five-day training 

courses based on the IMO 1.27 course model at 

facilities in the UK, Egypt and Singapore. If a 

student subsequently sails on a ship equipped with 

a Kelvin Hughes ecdis, this course also fulfils any 

requirement for type-specific ecdis training. 

Solas requires that all charts used for navigation 

be corrected weekly. The ChartCo package provides 

direct updates to ships at sea via the Internet, e-mail 

or satellite broadcast. This service covers both paper 

and electronic data and ensures that vessels have 

the appropriate charts in their outfits and are kept 

up to date. 

EcdisPlus is a global service able to manage both 

equipment and data to ensure that your vessels are 

always kept legal and safe. ECDIS 


solutions 

Port delays and carbon 

footprints minimised 

Maris has launched ‘Zero downtime 

Ecdis’, a new product support 

service devised to ensure that, 

once mandatory, ecdis systems are 

available at all times 

While some shipowners intend to back up 

ecdis with up-to-date traditional paper 

charts, many have accepted that it will 

be necessary to install dual systems for back up, 

in case one ecdis fails. However, to be allowed to 

sail in the event of such a failure, even a shipowner 

pursuing a policy of ecdis redundancy will have to 

keep up-to-date paper charts in reserve. 

One leading member of the International 

Association of Classification Societies said, “It is 

important that the ship takes all reasonable steps 

to repair broken equipment at the first opportunity 

or port. However, in some ports, the ship may be 

unreasonably delayed waiting for spares or service.” 

According to Solas V/22, 16.2, while malfunctions 

will not necessarily make the ship 

unseaworthy or provide a reason 

for delaying the ship in ports where 

repair facilities are not readily 

available, suitable arrangements 

must be “made by the master to 

take the inoperative equipment 

or unavailable information into 

account in planning and executing 

a safe voyage to a port where 

repairs can take place”. 

The leading class body 

commented, “In such cases, a 

master may request class/flag for 

permission to sail eg, to the next 

port for repair, perhaps carrying 

some extra paper chart if requested 

by the flag. Our experience is 

‘Zero downtime Ecdis’ involves 

supplying three Maris ecdis units 

that the various flag states handle such requests 

somewhat differently.” 

The ‘Zero downtime Ecdis’ concept from Maris 

has been devised to avoid potential delays. It 

consists of the offer of a ‘hot or cold spare’ third 

ecdis delivered direct to the ship so that it can 

always proceed to the next port of call, even if up-todate 

paper charts are not available. The defective 

unit can then be shipped to the manufacturer at the 

shipowner’s convenience for repair. 

Available via subscription, the new service was 

part of the supplier’s campaign to support customers, 

and the phase-in of mandatory ecdis, said Steinar 

Gundersen, Maris deputy chief executive (corporate). 

“The third ecdis can either be installed as a ‘hot spare’ 

online with the dual ecdis systems or as a ‘cold spare’ 

supplied as a plug-in unit, which the crew can install. 

In the case of a cold spare it will come complete 

with application software, updating all application 

software, settings and electronic charts and will 

be self-configured to the exact settings of the ship, 

drawing on the ship’s remaining ecdis.” 

Mr Gundersen said that the remaining ecdis 

could then be packed away and 

returned to Maris before going to 

a warehouse as a reconditioned 

unit to be sent to a new customer 

with a similar subscription and 

the need for a replacement unit. 

He said that ‘Zero downtime 

Ecdis’ service would do away 

with the need for service engineers 

to fly all over the world to 

rendezvous with vessels in port. 

“The potential for delays will be 

eradicated, but this will also mean 

that our engineers minimise their 

carbon footprint. Maris places a 

high priority on both service and 

the environmental impact our 

services make.” ECDIS 



solutions 

How to make ecdis 

fitting a success 

Raytheon Anschütz ecdis offers 

intelligent features in particular for 

retrofit installations that outrun the 

basic functions, says communications 

marketing manager, Martin Richter 

A 

modern ecdis offers helpful functions and 

information for planning and monitoring 

routes, aimed at increasing safety at sea. 

Many older vessels do have already some kind of 

‘electronic chart’; however, most of this equipment 

is not compliant with the upcoming equipment 

carriage requirements. 

Shipping companies are now facing the challenge 

of deciding on an ecdis solution which will keep 

its promises when installed on board. Andreas 

Lentfer, business development director at Raytheon 

Anschütz, says, “As we remember from the GMDSS 

retrofitting and the AIS retrofitting, a lot of new 

companies join the maritime world, promise a 

lot and then disappear again quickly. Shipowners 

definitely need guidance to find the best and most 

economic but reliable solution for each individual 

ship.” Shipowners also can decide to install two 

ecdis units (double ecdis). 

Modern ecdis display data from navigation 

sensors on board, integrate AIS targets, make tidal 

predictions, feature several mariner’s tools and 

provide a 24-hour log of data. However, usability 

is most critical for the installation of a new ecdis on 

board. Therefore, a well defined system layout with 

integrated help functions as well as shortcuts to the 

most important functions is essential for the success 

of ecdis installations. 

“The comprehensible and easy handling of the 

Raytheon Anschütz ecdis is supported by the use 

of the well-known menu structure of windows 

applications and comfortable server functionalities. 

For retrofit, the ecdis offers further interesting 

The Anschütz NautoPilot 2000 series features a 

certified track control system 

features,” said Mr Lentfer. 

Work and time can be saved by taking advantage 

of the NSC ecdis online updating service. Connected 

to the ship’s broadband, the chart update will only 

take two minutes. 

The ecdis can process three chart standards (ENC, 

C-Map and BA-ARCS). In double ecdis installations, 

all routes and charts are duplicated automatically. The 

automatic route planning reduces workload and saves 

time. It needs just a few clicks to plan a safe route. Of 

course, individual settings can always be included. 

Current Navtex messages can be displayed on 

the ecdis screen. Message printing is possible, thus 

separate Navtex printers are no longer needed. 

Another benefit for all ships with an Anschütz 

autopilot is addressed by Mr Lentfer, “For vessels that 

already have installed the Anschütz NautoPilot 2000 

series, the installation of an ecdis offers the outstanding 

benefit of having a certified track control system, which 

is able to guide a ship fully automatically along a track 

with an accuracy of 25m.” At Raytheon Anschütz 

several years of experience with the adaptive autopilots 

of the NautoPilot 2000 series have shown that this 

accuracy is maintained not only on straight route 

sections, but also during track change. Track control 

proceeds independently while the officer on duty can 

concentrate fully on the traffic. ECDIS 


solutions 

One-stop-shop to meet 

ecdis requirements 

SCD (Charts and Publications)’ 

John Foord details how the 

company provides hardware, 

software and training 

Ecdis represents the most significant change to 

basic navigation in memory, yet many are still 

unprepared or misinformed. SCD has been 

spreading the gospel for some time and has found 

many ship owners/operators have yet to make plans, 

whilst others are unaware of the full ecdis picture. 

Some still confuse them with electronic navigation 

systems, feeling they are compliant. To be certified, 

the system must have three key elements: typeapproved 

software, type-approved hardware and 

type-approved digital charts. Owners must also have 

crew who are certified and trained in both ‘generic’ 

and ‘type-specific’ courses. 

SCD has put together the complete ecdis service, 

demonstrating the system, explaining the regulatory 

requirements, fitting the systems, training the users 

(both generic and type-specific), supplying the digital 

charts, and very importantly, providing a full back up 

Components are provided separately for the 

Navmaster 800 to enable flexible installation 

service including a 24/7 helpline. 

The firm’s most popular system is the Navmaster 

which offers the very latest in ecdis technology 

and now comes in two model varieties. One is 

the Navmaster 800 with a 24in screen where the 

components are provided separately (including 

screen, rack and keyboard) to allow ultimate 

flexibility when fitting to any bridge to suit individual 

requirements, particularly useful for retrofitting. The 

new Navmaster 1000 comes as a single more compact 

unit with a 21in screen. 

Despite the fact that in annual terms, the cost of 

an ecdis and the digital charts represents a very tiny 

proportion of vessel running costs, many owners 

are holding back on investment until the stipulated 

deadlines. However they are missing out on the 

obvious benefits that persuaded IMO to make them 

mandatory. With this in mind SCD has devised an 

alternative payment option allowing owners to take 

up its rent/purchase scheme, which assists vessels 

managers to stay within restricted monthly budgets. 

These start from as little as US$629 per month which 

includes the equipment, support and ENCs. 

As the roll out period nears there will be a 

vast number of seafarers to be trained and current 

facilities may not meet that demand. To this end 

SCD has recently fitted Lowestoft College with the 

Navmaster software, to enable the facility to deliver 

both generic and type-specific approved courses. 

The company also has an agreement for Ecdis 

Ltd to provide bespoke training to shipowner’s 

requirements, particularly the larger fleet operators 

who have their own training establishments. 

SCD, now part of the Gardline Group, is an 

Admiralty International Agent of many years 

standing. It fully understands a vessel’s operational 

requirements and the need to be flexible and to react 

at short notice. The company is proud to provide this 

‘Fairway Scheme’ to vessels on a global basis, a costeffective 

solution for maintaining safe navigation 

and compliance with regulatory authorities. ECDIS 



solutions 

First product-specific 

ecdis training module 

Training company Seagull and 

electronic navigation specialist 

Maris have reached an agreement to 

develop a comprehensive productspecific 

computer-based training 

ecdis module 

Approved by a number of flag states, 

Seagull’s existing ecdis onboard training 

course includes training in the use of ecdis, 

chart projections, chart accuracy, chart types, chart 

datum, chart updating, sensor inputs and control, 

alarm and warning strategies, radar and ARPA 

information on ecdis, and route planning. 

Under a new agreement with Maris, Seagull will 

re-design the Maris Ecdis900 Application Trainer to 

be included in the Seagull library of CBT-modules as 

‘product specific training’ to meet the latest revisions 

to the STCW convention, working on Seagull’s 

existing CBT-based training administrator. 

Seagull managing director, Roger Ringstad, said 

that the need for product-specific ecdis training was 

becoming clear. “Used by qualified navigators these 

systems increase the safety of navigation. However 

in the hands of unqualified operators they may 

contribute to misunderstandings and 

even accidents. Understanding the 

philosophy, limitations and features 

of ecdis is a must. 

“Shore-based ecdis facilities can 

hardly offer the type of productspecific 

training that key flag states 

are increasingly seeking, because there 

are too many different ecdis makers 

and an unlimited number of software 

versions and system configurations. 

We are preparing to take our generic 

ecdis training package forward so that 

it can be product-specific, in order to 

Roger Ringstad: understanding 

the philosophy, limitations and 

features of ecdis is a must 

speed up the ability of shipowners to meet what will 

become statutory obligations.” 

Maris deputy chief executive (corporate), Steinar 

Gundersen, said, “As the first in the world to offer 

product-specific ecdis training through Seagull, we 

will meet the IMO model course 1.27 and be certified 

to replace less efficient training ashore.” 

Hence forward, the Maris Ecdis900 CBT module 

will be available as part of software released by 

Seagull, as well as being physically delivered and 

supported technically. Mr Ringstad said, “Currently, 

this agreement is unique to the industry, but I am 

sure its significance will not be lost on regulators, 

shipowners and other manufacturers.” 

Mr Gundersen said the new approach would 

only require those operating Seagull onboard 

training to access an activation key code from the 

CBT specialist. “Orders may come from the Seagull 

network or from Maris. Maris distributors may sell 

it as well and route their orders to Maris, which will 

in turn pass on orders to Seagull.” 

The training system, which will be available via 

an annual subscription per ship and upgraded for 

as long as the subscription is held, will be based 

on self-tuition by navigating officers while on board 

under supervision by the ship’s master or an approved 

assessor and supported by an ecdis onboard workbook. 

The ship’s master or the approved 

assessor will confirm that the 

candidate has performed satisfactorily, 

endorse the course training records 

and send them to the Seagull training 

centre for assessment. 

There, an instructor will verify that 

a complete set of documents has been 

received and that all training records 

and written responses to the workbook 

meet the required minimum standard, 

on completion of which the instructor 

will issue and submit to the vessel a 

course certificate. ECDIS 


solutions 

Ecdis as a collision 

avoidance tool 

Totem Plus introduces a new ecdis 

with artificial intelligence which 

interprets Colregs and accurately 

advises on which course to steer to 

avoid collision 

The last decade saw the evolution of ecdis from 

a simple chart plotter to an intelligent safety 

tool. Safety in navigation means avoidance 

of collisions and groundings, and indeed the risk 

reduction of groundings by ecdis systems is already 

well established. This reduction was shown clearly by 

the 2007 DNV technical report. 

Collision avoidance, on the other hand, is still 

lacking and limited mostly to monitoring targets and 

trial manoeuvres. There is still a large margin for human 

error in adhering and interpreting the international 

regulations for preventing collisions at sea (Colregs). 

To minimise such errors, a revolutionary system was 

developed by Totem Plus: Totem Ecdis with built-in 

Colregs Adviser. 

Using Totem Ecdis in its Colregs Adviser mode, the 

system automatically analyses the data and advises 

the OOW on the best action to take. The closest 

point of approach (CPA) of all vessels is taken into 

account together with the stipulations of the Colregs. 

If required, course to steer advice will be given to the 

OOW automatically. 

The course to steer advice is based on a precise 

calculation of the parameters of all the ships in the 

vicinity, their CPA and time to closest point of approach 

(TCPA), and their status according to the Colregs. 

On the navigable circle the OOW can see clearly the 

dangerous sectors (in red) and allowed domains (blue). 

All the information is calculated automatically and is 

continuously refreshed. 

To offer the correct advice, all AIS and ARPA 

targets within the required alert range are constantly 

processed and analysed for close proximity. The alert 

Course to steer advice is automatically available 

range is set by default to 12 miles (open sea) but can be 

changed by the operator. The same principle applies 

to the CPA, which is set by default to 1 mile. Other 

relevant values, eg, minimal distance to act on port 

crossing, have default values that can only be changed 

by the master. 

In addition to the course to steer information, the 

system gives an alert on ‘approaching from port’ or 

‘overtaken’ situations where the target is the give way 

vessel. In such situations no course to steer advice is 

given as the ship is required by the Colregs to maintain 

its course and speed as a stand on vessel, and the 

approaching vessel should take action to give way. In 

agreement with Colregs, once the approaching ship is 

below the distance set for warning, the system advises 

the OOW on the necessity to give such vessel a warning 

signal. If the give way ship is below the threshold set for 

action to be taken, advice will be given on a new course 

to steer in accordance with the Colregs stipulations. 

The Colregs Adviser module of Totem Ecdis 

provides an excellent tool to help and/or reinforce 

decisions related to collision avoidance. In addition, 

it aids in taking proper action in due time and thus 

eliminates excessive helm and course alterations. Safe 

and efficient ship handling will result in fuel saving and 

schedule keeping. Totem Ecdis is fully approved by 

DNV to the latest regulations. ECDIS 



solutions 

Transas sees ecdis from 

another perspective 

Anders Rydlinger, product manager 

for navigation, Transas Marine, says 

that ecdis can be much more than 

just an electronic chart display and 

information system 

During the last two decades there has been a 

constant flow of new carriage requirements 

for bridge equipment; in most cases burdening 

shipowners and crew. Ecdis can reverse this situation 

if it is properly installed, optimised and manned by 

a well-trained crew. It can bring added value to a 

shipowner and crew, in addition to enhanced safety 

and fulfilling the ecdis carriage requirements. 

Tools for automatic route and voyage planning 

can be integrated as a part of your ecdis. Optimising 

the schedule by taking into consideration the latest 

weather forecast (weather routeing) and using 

integrated environmental databases for tides and 

currents will allow the vessel to proceed along the 

route at the safest economical speed and arrive at its 

final destination on time. 

Ecdis provides unique tools for management of 

charts and nautical publications in digital format. 

This includes ordering updates as well as the 

preparation of reports. Within a few seconds they can 

be sent ashore or be included as an integrated part of 

the voyage plan by showing the current status of the 

vessel’s charts and nautical publications. 

Ecdis combines information from different 

sources in one display. Optimised chart presentation 

gives a perfect 

background for display 

of vital information. 

This could be weather 

information, online 

targets, ‘no go’ areas, for 

example piracy or Marpol 

areas, and additional 

Stena Line is one customer taking 

advantage of Transas ecdis systems 

navigation data. All this can be made visible just by 

a single key operation. 

Other mandatory systems like a bridge navigation 

watch alarm system (BNWAS) can be integrated with 

ecdis. Running several applications like radar, ecdis, 

conning, AMS, E-logbook on the same workstation 

gives the officer quick access to all information in a 

single position. Ecdis also provides redundancy and 

improves efficiency by avoiding duplication of work, 

such as route entry in several systems. Integration 

of ecdis with the vessel’s communication system 

enables online communication from ship to shore for 

the exchange of data and reports. 

The 2007 DNV report, Effect on ENC Coverage on 

Ecdis Risk Reduction, evaluated that ecdis is a costeffective 

risk control option for large passenger ships 

and all other vessel types involved in international 

trade, with a significant potential to save lives by 

reducing the frequency of collision and grounding. 

The grounding frequency reductions achievable from 

implementing ecdis vary between 11 per cent and 38 

per cent for the selected routes. This variation is due to 

variations in ENC coverage. 

According to DNV, ecdis represents a net economic 

benefit itself. Soren Andersen, marine superintendent, 

SQE, Nordic Tankers Marine comments, “With the 

new IMO requirements, dual ecdis without paper 

charts as a back-up will save money. It’s an easy 

calculation – not even that ENCs are cheaper than 

paper charts but if you go halfway you will have 

double expenses for both paper and ENC. With 

Transas ecdis implementation in Nordic Tankers we 

also reduced time for chart corrections and passage 

planning by 5 to 10 hours 

per week.” 

Proper transition to 

ecdis takes time. So do 

as many shipowners have 

already done – get started 

now to benefit from your 

ecdis installation. ECDIS 


source: Thomas Gunn 

North America 

Thomas Gunn bolsters 

its North American role 

Strategic Vancouver tie-up helps 

to extend chart supplier’s reach in 

Canada and the USA 

Thomas Gunn Navigation Services Ltd (TGNS) 

has strengthened the services it provides 

to the US and Canadian markets by joining 

forces with Vancouver-based Maritime Services Ltd 

to form Thomas Gunn Maritime Services Inc. 

This strategic tie-up combines the ongoing 

experience of ex-seagoing staff of both companies 

together with a high level of existing in-house 

expertise to ensure that customers in this important 

geographical region receive the highest level of 

chart advice and service available. 

Maritime Services Ltd is an ideal partner for TGNS 

for this initiative. Located near the Port of Vancouver, 

its portfolio of services makes it a key provider of 

marine safety and survival equipment services in the 

area. Its 1,189m 2 office complex houses a broad range 

of charts, publications and marine electronics as well 

as the capabilities for fully approved liferaft servicing 

and its new aerospace servicing facilities. 

By working together, both companies will be 

able to offer Canada and North America-based 

shipowners and managers a comprehensive range 

of products and services as well as the right targeted 

advice to ensure efficient, safe and trustworthy 

vessel operation. 

These include Thomas Gunn Maritime Services’ 

own innovative outfit management service which 

helps ships ensure that their index of charts and 

publications are kept up-to-date by the supply of 

updates and new editions. 

Other benefits to this service include: 

 

 

size, and vessel trading patterns 

 

The type-approved Nav ecdis will form part of the 

Vancouver partnership’s offering 

with paper ‘notice to mariners’ and tracings, or 

electronically via TGNS’ unique Voyager service 

 

 

state regulations 

 

navigational announcements 

 

offers are tailored to the specific needs of its customers. 

Thomas Gunn, founder of the company and 

managing director, welcomed the tie-up, saying, “As 

the leading digital supplier in the world, we believe 

this has been achieved again by working closely 

with our clients to develop the right solutions and 

the most economic solutions, both for the carriage of 

electronic charts and digital publications. 

“Having added our fully type approved TG 

Nav ecdis to our product portfolio, we can now 

truly provide the ‘one-stop-shop’ solution to our 

clients. It makes sense. And with our in-house 

digital products department and our eight-strong 

team of IT developers, we have the infrastructure in 

place to develop ongoing innovative solutions for 

e-navigational needs of the future,” he added. ECDIS 



chart updating 

Small can be efficient 

for data retrieval 

Data compression is necessary 

to update navigation charts, and 

Thomas Gunn is leading the way in 

software development 

The passing into force in 2008 of IMO rules 

making the implementation of ecdis on 

board all ships mandatory by 2018 was 

what the chart and navigation sector was waiting 

for. But as Thomas Gunn, managing director of 

Thomas Gunn Navigation Services Ltd stressed, 

what the industry is demanding is an effective 

way of compressing data so that a shipboard 

broadband connection can handle e-mail updates 

to paper and electronic charts, as well as the allimportant 

Hydrographic Office notice to mariners. 

“I established the company 33 years ago in Aberdeen 

and we have been an Admiralty chart distributor for 

the last 30 years, supplying paper charts, navigation 

publications and for the last 10 years, electronic 

charts,” he said. 

“We couldn’t have developed our 

Voyager software until recently because of the 

inadequate level of broadband 

communications on board the 

world’s ships. E-mailing data 

to vessels was always quite 

difficult but now with the advent 

of Fleet 77 and other modern 

communications on board ship, it 

has made the job a lot easier.” 

For many years Thomas 

Gunn has been supplying the 

Hydrographic Office-produced 

notice to mariners to all vessels 

trading worldwide. This is an 

important document containing 

all the corrections, alterations 

and amendments for the 

Thomas Gunn: “modern 

communications have made 

e-mailing data to vessels easier” 

UKHO’s worldwide series of Admiralty charts 

and publications. Published weekly in several 

formats but best known as the weekly booklets, it is 

despatched directly from the UKHO. 

But as Mr Gunn stressed, “You can imagine 

the difficulties involved because when you are 

supplying charts to a vessel, it is like hitting a 

moving target. The ship may be loading oil or 

bunkers in a short port berth time window and 

you have to connect with the agent to get the charts 

delivered on board the ship. 

“When a vessel comes into port, the captain, 

officers and crew are inundated with extra workload, 

not to mention the numerous inspections by above 

all port state control (PSC). The first thing a PSC 

inspector does is go onto the bridge and look at 

your charts to see when they were last corrected. 

If a tanker has been on a long passage and has not 

received any navigation data from the chart agent 

for three to four weeks, then it could be in trouble.” 

The answer clearly lies in broadband and e-mail 

connectivity between the ship and shore. And as 

Mr Gunn contends, the processes are improving as 

more and more ships become connected. 

“Our IT department has developed Voyager so 

we now receive the information 

directly from the UKHO to our 

server and our software in turn 

turns that paper book into a digital 

book so we can send it directly 

to the ship. We have developed 

this compression module which 

means larger pieces of data or cells 

can be sent to the ship in smaller 

compressed data sizes,” he added. 

Thomas Gunn has not stopped 

there: while versions one and 

two of Voyager relate to the 

transmission of paper charts 

and notices to mariners, version 

three, which is under test at the 



moment, relates to digital products where the 

file sizes can invariably be significantly larger. 

Data compression rates for versions one and 

two are up to 60 per cent of the original file size. 

This has resulted in over 1,000 ships signing up 

to the Voyager package. Transmitting electronic 

chart updates for ecdis is the future and work 

is underway through version three to come to 

a point where even larger 30MB files can be 

compressed to an extent that they can be e-mailed 

to the bridge. 

The UK Hydrographic Office, which has 

140 distributors worldwide, has confirmed that 

Thomas Gunn is the most prolific distributor of 

digital charts. And the company itself revealed that 

sales of digital charts have doubled over the past 

two years with this trend set to continue. 

Over recent years Thomas Gunn has invested 

heavily in technology and personnel to create its 

own in-house digital products department and has 

boosted its in-house IT resources to meet changing 

customer requirements and the modern demand for 

digital charts. In addition the firm has been very 

pro-active in its customer support. 

Mr Gunn added, “We regularly hold seminars 

for our existing customers, either in-house or at their 

offices wherever they are in the world, gathering 

their superintendents together and giving a two-hour 

presentation with a question and answer session 

following. It’s all about getting ahead of the ecdis 

mandate. Forward-thinking shipping companies 

realise the benefits of making their officers familiar 

Thomas Gunn is a prolific distributor of digital charts 

Thomas Gunn’s software turns chart updates from the 

UKHO into a digital format 

with the use of electronic charts and digital products 

ready for when they become compulsory so that 

they are trained and up to speed.” 

Demand for digital chart supply is widespread 

throughout the shipping industry but Thomas Gunn 

reports it is particularly strong at present from the 

tanker, chemical and gas carrier markets. 

A worldwide customer network also boosts 

Thomas Gunn’s sales figures. In addition to its own 

wholly owned offices in Aberdeen, London, Piraeus, 

Turkey and Vancouver, the company has formed 

global partnerships in strategic locations around 

the world. 

Mr Gunn said, “What it takes to hold on to that 

number one slot is continued focus, continued 

quality of advice and service to our customers, a 

high degree of market knowledge and knowledge of 

the impending needs of the market. We are fortunate 

to employ a number of highly-experienced former 

masters and officers who help us to ensure that 

what we are delivering meets our customers’ needs. 

We are always striving to go forward and expand.” 

Mike Robinson, UKHO chief executive said, 

“The success of the industry’s transition to 

digital navigation relies on its ability to navigate 

confidently with official ENCs. The UKHO has 

placed huge emphasis on delivering that coverage 

and today there is official berth-to-berth coverage 

between 2,165 trading ports worldwide and more 

than 10,600 charts. But the successful sale and 

implementation of those ENCs is down to our 

partners such as Thomas Gunn, who provide 

shipping companies with the insight and support 

they need to make every stage of navigation safer 

and more efficient.” ECDIS 



switchover 

Embracing the new way 

in navigation 

The switch to electronic charts 

requires cost and training 

considerations, as well as finding 

the optimum ways of installing the 

equipment and updating charts 

The shipping industry is bracing itself for 

one of the biggest challenges in recent years 

when the mandatory ruling requiring the use 

of electronic chart display and information system 

(ecdis) equipment on board all large ships comes 

into force in a programme to be rolled out from 

next year. 

Already many owners, managers and suppliers 

are preparing for the change which will have huge 

cost implications as well as presenting some ships 

with a completely new way of navigation when 

they switch from paper to electronic navigation 

charts (ENC). 

Although some companies have been using 

electronic charts for some time, the number is quite 

small – just 7,500 vessels out of the 50,000 or so ships 

currently in the market are using Admiralty Vector 

Chart Service (AVCS) official data, according to the 



Navigating through the choppy waters 

of ecdis transition needs preparation 

UK Hydrographic Office (UKHO) figures. 

The IMO ruling, which was adopted in 2009, 

states that from 12 July 2012 all new passenger ships 

above 500gt and all new tankers over 3,000gt built 

on or after that date must have an ecdis fitted. The 

amendments to the International Convention for the 

Safety of Life at Sea (Solas) were brought in to make 

navigation much safer and efficient. 

One such company already preparing for the 

switchover is Thomas Gunn Navigation Services 

Ltd. For 30 years the Aberdeen-based firm has 

been supplying Admiralty charts, paper charts and 

navigation publications, and for the last decade has 

been supplying electronic charts too, as well as the 

HO notices to mariners. 

Mike Bailey, general manager for Thomas 

Gunn, said the mandate was primarily as a result 

of the desire to create safer navigation, but also 

down to general evolution of navigation aids 

which has been very much driven by technology. 

“We’ve been sailing on paper charts for hundreds 

of years but whenever you put a position on a 

paper chart it is always historical – you are not 

there any longer. Electronic charting gives you that 

real-time information of where the ship is, and the 

culmination of technology is now allowing us to go 

down that route.” 

He continued, “We’ve had electronic charts 

within the industry for quite a few years in 

various unofficial formats as an alternative to 

paper charts. They’ve provided us with situational 

awareness, allowing us to look at conditions 

like where we are and enabling us to make an 

informed decision to take avoiding action or to 

place the ship in a position of safety.” 

Although Thomas Gunn and many other 

companies have already dipped their toe in 

the water with regard to electronic charts, Mr 

Bailey believes it is not something the industry 

in general has been expecting for a long time. “I 



switchover 

think maybe IMO 

and UKHO and a 

number of the big 

organisations saw 

this as the way the 

industry would go 

but, if you speak 

to the shipowners, 

it’s probably only 

in the last 12 to 18 

months that this 

subject matter is 

hitting home.” 

The cost 

implications are 

the major concern 

for shipowners. 

There will be many 

involved not only in buying the equipment, but 

also the training requirement that goes with it. 

Each ship must carry a back up in case the ecdis 

fails, and they can do this by having a dual ecdis 

system or carrying paper charts as a back up. 

According to Mr Bailey, a basic dual ecdis 

system will cost most shipowners at least £20,000 

per ship, and that is just for the equipment and 

not the installation or training involved. For 

much more expensive brands the costs will be 

even higher. 

With regards to the expenditure, does Mr 

Bailey think the smaller companies will find 

it more difficult to implement the mandate? 

“It depends on what route they take with 

compliance,” he explained. 

“It’s such a massive subject regarding what 

they could do to comply with the regulations. 

They could just buy a single ecdis and retain the 

paper back ups. There are cost impacts, yes, and 

there is also the training aspect.” 

Under IMO’s requirements each ship would 

have to send a number of people for training in 

how to use the ecdis system. These would include 

all of the ship’s navigating officers, comprising a 

master, chief officer, second mate and third mate, 

plus their reliefs. 

They will all have to undertake both aspects of 

the training – generic ecdis training and type-specific 

training, according to the certain manufacturer’s 

model they are using. 

Some of the 

training is being 

made available in 

computer-based 

training (CBT) 

modules, which can 

be done on board 

ship or on the web 

when the seafarer is 

at home, while other 

sessions will be 

carried out at shore 

training centres. The 

training takes about 

three days for each 

of the two parts. 

Mr Bailey said 

Thomas Gunn was 

offering a CBT package for its products, and 

already some training centres were in the process 

of getting approval from the various manufacturers 

to run training courses at their establishments. 

They are also having to gain approval from the 

flag states, because it is the flag states that have to 

approve the training. 

Ecdis consists of a database of ENCs together 

with the hardware and software needed to display 

the chart data as well as the ship’s course, speed and 

position. The way in which the charts are purchased 

will be a completely different concept to ordering 

paper charts. 

“A shipowner in the past has said ‘right, my 

ship is going to be trading in these certain areas or 

worldwide’ and we put the paper charts on board 

these ships. With AVCS you have got a licensing 

framework which is either three, six, nine or 12 

months,” explained Mr Bailey. 

All of the charts are broken down into ‘cells’. 

“The actual cell can be delivered to the ship in 

about 10 minutes electronically, so the shipowner or 

shipmanager does not need to go and buy worldwide 

coverage of AVCS,” said Mr Bailey. “That would cost 

them £60,000 to £100,000. “What he does is buys cells 

that he needs for a certain area. If he knows the ship 

is only going to be there for three months, then he just 

buys the three months’ licence.” 

The ship will basically have all the cells on 

board ship. With AVCS products there are nine 

base discs that go out in the package and the ship 

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



installs these into the ecdis, in both the main unit 

and the back up. 

“All you are doing is requesting a permit to 

activate those cells within the database when 

you need them. So, if you are going on a voyage 

from New York to Southampton you would just 

request the cells covering this passage,” explained 

Mr Bailey. 

The ship would send an e-mail requesting 

activation of the cells to a distributor such as 

Thomas Gunn and then they would receive the 

permit file, which is loaded into the ecdis. As with 

paper charts there is a need to continually update 

electronic charts with any new data that could 

affect the ship’s passage. 

At the moment, Thomas Gunn sends weekly 

updates to paper charts in two ways. One is 

the paper format which goes out in the mail to 

the ship and it also uses its Voyager system to 

take the paper updates and send them over in a 

digital e-mail solution. 

“With the ENCs there is also a need to update 

them and we are just in the process of launching 

Version 3 of Voyager that will have the capability 

of sending the updates in a digital format to the 

ships for their AVCS,” said Mr Bailey. 

“The problem is the file size and when you’ve 

got AVCS you could have a couple of hundred 

active cells that need updating on board your ship. 

To do the updates, the actual file size can be quite 

Training will be vital to ensure navigators can operate ecdis safely 



switchover 

large, up to 2MB, so what we are focusing on is that 

when ships are at sea and using satcom systems 

they will only update cells for the particular route 

they are on at that moment and wait until they get 

to a port to do the rest.” 

Once at the port they will get the weekly update 

disc in the mail or if they can use wi-fi solutions, 

and many ports these days have wi-fi set ups, they 

can do the bulk of the updating and download then. 

Internet connection therefore needs to be efficient 

and Mr Bailey now believes it is even more important. 

“Because of the cost implications, broadband has 

been fairly slow to be taken up within the industry 

although momentum is gathering 

pace now.” 

About three years ago, he said, a 

broadband solution for a ship was 

costing around £30,000 per ship 

for hardware and about £3,000 a 

month for connection. Now some 

of the hardware is being provided 

at a minimal cost and packages 

where you can buy 300MB 

broadband data for a month will 

cost £1,200 to £1,500. “There has 

been a significant reduction in the 

actual costs which is making it 

more attractive to the owner,” said 

Mr Bailey. 

Already Thomas Gunn has 

been involved with a couple of 

newbuildings in China and it has 

also done some retrofits, even 

though older ships will not require 

ecdis for a few years yet, as the 

timetable is being rolled out until 

2018, with more ships coming into 

line each year depending on their 

gross tonnage. 

The ecdis equipment will be 

fitted to many ships during class 

surveys to minimise the amount 

of time they are taken out of 

service for. It has to be fitted by 

an approved manufacturer’s 

technician and takes about three to 

four days to install. 

But, said Mr Bailey, a technician 

could also go on board and fit the 

ecdis during service, though this would not be 

the ideal solution due to the costings involved to 

the shipping company. “They could just carry on 

with the paper charts, as they have done, while 

the ecdis system is being fitted, but this would 

probably be the last resort for fitting it.” 

Once installed, the ecdis will form part of the 

ship’s safety equipment and thus even though 

there is no requirement to have an annual check 

on it alone, it will be inspected by a class surveyor 

going on board to do the safety equipment 

certificate reviews. 

Despite there being months, and in many 

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cases years, until ships have to fall in line with 

the new mandate, owners are already looking 

ahead and finding ways of adapting to the new 

ecdis regulations. 

“It’s happening,” said Mr Bailey. “Our ENC 

sales are increasing all the time. We have been proactive 

and held quite a few seminars for our major 

clients where we go in and bring this mandate to 

their attention and try to educate them. 

“There are a lot of myths out there about ecdis 

and we are trying to dispel these myths. We are just 

trying to be factual and it’s not going to be a cheap 

exercise but we are trying to educate these people 

about how they go about buying their electronic 

charts and making sure they do get as much value 

for money from us. 

“We are not just going out there and selling 

huge folios of AVCS cells where it’s good for 

our revenues but does not actually present the 

shipowner with a good solution.” 

He said many shipowners and seafarers had 

apprehensions about ecdis and admitted to 

having some himself. “It is welcome but there are 

reservations. I have reservations about it because 

you have to be aware of the limitations of the 

equipment. It’s about using it sensibly and being 

fully trained in how to use it. I 

think we’ve got to hope that the 

legislation, and the training aspect 

of the legislation, meets that.” 

Inspection regimes such as port 

state control will be responsible for 

looking at this, to see that people 

are trained and certified in the use 

of ecdis. 

So, does Mr Bailey believe 

there will be any companies 

who do not comply with the 

new ruling by the dates given in 

the mandate? “No, there won’t 

be, because it is so tight with 

regards to the size of vessels, 

tonnages and the implementation 

date. No-one will be able to slip 

through the net.” 

Despite many shipowners 

embracing the new mandate 

and welcoming the advances in 

technology Mr Bailey believes 

paper charts will still be around 

in years to come. “There will be 

some companies that will not go 

down the route of dual ecdis. 

They will still want paper charts 

on board and, to be honest, I still 

believe that even for a ship that 

says it is going totally paperless, 

that’s a bit of a myth. They will 

always carry maybe 20-odd 

charts just to get them home 

should everything fail on board 

ship.” ECDIS 



egulations 

Meeting carriage 

requirements with ecdis 

There are many rules and regulations 

shipowners must consider when they 

are rolling ecdis installations out on 

board their fleets 

Only a type-approved ecdis operating with 

up-to-date ENCs and with appropriate 

back up may be used to replace paper 

charts on a vessel. Where ENCs are not yet available, 

IMO regulations allow flag states to authorise the 

use of RNCs (together with an appropriate folio of 

paper charts). In all other cases the vessel must carry 

all paper charts necessary for its intended voyage. 

From the regulatory perspective, the most 

important statement about the legal status of ecdis 

is contained in the amended Chapter V of the Solas 

convention set into force on 1 July 2002. Ecdis is 

specifically referred to in regulation 19 ‘Carriage 

requirements for ship borne navigational systems 

and equipment’. 

However, in order to replace paper charts, 

such systems must fulfil considerable technical 

requirements laid down in ecdis performance 

standards: 

 

where these are available 

 

equipment-independent specification 

 

navigational functions that can be performed on the 

traditional paper charts. 

No electronic system is completely failsafe. IMO 

performance standards therefore require that the 

‘overall system’ includes both a primary ecdis and 

an adequate independent back up arrangement 

that provides independent facilities enabling a 

safe takeover of the ecdis functions in order to 

ensure that a system failure does not result in a 

critical situation. 

Solas regulations state that chart data must 

be official 

However, there are various interpretations as to 

what are the minimum functional requirements, or 

what constitutes adequate back up arrangements. 

There are two commonly accepted options: a second 

ecdis, connected to an independent power supply 

and a separate GPS position input, or an appropriate 

up-to-date folio of official paper charts for the 

intended voyage. 

Some flag states may permit other options 

(eg, radar-based systems such as chart-radar). 

Shipowners should consult their national maritime 

administration for specific advice in interpreting 

MSC 232/82 and show that with regards to 

equipment and SMS procedures, compliance has 

been achieved, and measures are in place to allow the 

mariner and vessels to comply with this mandation. 

Unlike paper charts, ecdis is a sophisticated 

system which, besides the navigational functions, 

includes components of a complex, computerbased 

information system. In total, the system 

includes hardware, operating system, ecdis software 

(kernel and user interface), sensor input interfacing, 

electronic chart data, rules for presentation and 

display, status and parameters of alarms and 

indications, etc. All these items are accessed through 

an appropriate human-machine interface. 

As with any type of shipboard navigation 



equipment, it is only as good as those who use it 

and what it is being used for. In the case of ecdis 

and electronic charts, if the mariner is well trained 

then the system provides the information flow 

that the mariner needs to make good decisions 

and therefore contributes significantly to safe and 

efficient navigation. 

Ecdis and other electronic charting systems are 

increasingly complex. Without proper training, 

these systems will not be used to their full potential 

and could under some circumstances increase the 

hazard to navigation. The Standards of Training, 

Certification and Watch-keeping (STCW) and 

International Safety Management codes put the 

responsibility firmly on the shipowner to ensure 

that mariners on their vessels are competent to 

carry out the duties they are expected to perform. 

To encourage effective ecdis education, IMO 

approved a standardised model course on the 

operational use of ecdis in 1999 (IMO course 

1.27). This course is offered by approved training 

institutions and maritime academies. Some flag 

states have developed their own training courses 

in ecdis in order to be able to recognise the training 

certificates. Type-specific ecdis training is provided 

by equipment manufacturers. 

Navigating with ecdis is fundamentally 

different from navigating with paper charts. 

Important bridge work-processes are significantly 

affected, in particular, voyage planning and voyage 

execution task. 

Ecdis provides a number of additional planning 

functions and features such as safety contours, 

alarms, click-and-drop facilities for waypoints 

and markers, etc. Whilst in many ways ecdis 

makes voyage planning easier it is still possible 

to make errors, however these are likely to be of 

a different type to those encountered when using 

paper charts. 

Even though ENC coverage is increasing rapidly, 

many vessels will, to some degree, have to operate 

a dual – or even triple – system with ENCs, paper 

and raster charts. The format of the voyage plan is 

likely to differ from the traditional alphanumeric 

lists of waypoints used with paper charts and 

should include information on the usability of 

connected electronic navigational devices such as 

GPS and AIS and their actual alarm settings. 

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

check functions provided by ecdis when validating 

and approving the voyage plan. Thought should be 

given to ensuring that a backup to the voyage plan 

on the ecdis is available in case of equipment failure. 

It is important that there is good communication of 

the voyage plan to all bridge officers so that they are 

prepared for the intended voyage. 

At the beginning of the voyage, as well as at 

any change of watch, the officers should review 

the voyage plan and agree the selected pre-settings 

of functions, alarms and indicators to be used on 

the ecdis. 

If the ecdis is used for real-time navigation, the 

statutory requirements regarding monitoring of the 

progress of the voyage and marking of positions will 

need to be considered: 

 

record-keeping purposes? 

 

tracks marked on the paper charts correspond with 

the ecdis information? 

 

shipping company been adapted for the use of ecdis 

and is everyone concerned with the navigation 

familiar with these adaptations? 

There is a tendency to put too much trust in 

computer-based systems and believe whatever is 

on the display. It is essential that officers do not 

become complacent, understand the limitations of 

the equipment, and employ the basic navigational 

skills to cross check the information displayed by all 

other means available; especially by looking out the 

window and watching the radar! ECDIS 

In-built automatic check functions help to validate 

and approve the voyage plan 



preparation 

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

Preparing yourself for 

ecdis mandation 

Each fleet must investigate how 

and when it will be affected by 

the phasing-in of IMO’s Solas 

requirements for ecdis 

2009 brought confirmation of the timetable 

for the mandatory adoption of ecdis and this 

means that for large sectors of the industry 

going digital is no longer an interesting option, it’s 

a must, with an immovable timetable attached. As 

a result, companies affected by the first phase of 

adoption in 2012 need to start their planning now, 

claims the UK Hydrographic Office. 

There are a number of steps and considerations 

to be made to ensure that there is a smooth 

transition from paper to digital navigation. The 

most important thing is finding out how each 

fleet will be affected – although the legislation 

will eventually apply to almost all large merchant 

vessels and passenger ships, it will be phased by 

vessel type and size so it is vital to know when 

your ships will be affected. The first phase affects 

new passenger ships and new tankers. 

According to the UK Hydrographic Office, 

developing an implementation strategy is key, as it is 

important to recognise that the transition from paper 

to electronic navigation is a fundamental change in 

the way ship navigation will be conducted, it’s not 



simply a case of fitting another piece of hardware 

to ensure compliance with a carriage requirement. 

Key things to consider include the purchase 

and installation of ecdis equipment, amendments 

to bridge procedures, co-ordination between ship 

and shore, and the selection of a chart service 

that best meets operational needs and fulfils the 

carriage requirements. 

One of the most important elements is training. 

Arranging and acquiring the appropriate training 

certification can take several months and as a 

minimum you should be able to satisfy your flag 

state and any independent audit authorities that 

your crews are proficient in using ecdis to maintain 

safety of navigation. 

Although the main aim of ecdis is safety, it can 

also increase operational efficiency that in turn can 

lead to bottom-line savings. Navigators and marine 

superintendents regularly report a steady flow of 

benefits from using ecdis, including the fact that 

updates to chart data can be virtually instant. 

The International Maritime Organization 

(IMO) approved amendments to the International 

Convention for the Safety of Life at Sea (Solas) 

mandating the fitting of ecdis at the 86th session 

of the Maritime Safety Committee (MSC) in June 

2009. The amendment to Solas means that all large 

passenger, tanker and cargo ships will be obliged 

to fit ecdis on a rolling timetable that begins in 

July 2012. 

Step 1: find out how your ship is affected 

Fitting of ecdis will become mandatory in a rolling 

timetable that begins in July 2012. The legislation 

will be phased by vessel type and size to eventually 

apply to almost all large merchant vessels and 

passenger ships. The timetable for newbuilds is 

based on the date the vessel’s keel is laid. Existing 

vessels will be required to fit ecdis in advance of the 

first survey after the implementation date. There are 

no requirements for existing cargo vessels of less 

than 10,000gt. Flag states may exempt vessels that 

will be taken permanently out of service within two 

years of the implementation date. 

Step 2: consider the implementation strategy 

It is important to recognise that the transition from 

paper to electronic navigation is a fundamental 

change in the way ship navigation will be conducted, 

not simply a case of fitting another piece of hardware 

to ensure compliance with a carriage requirement. 

To successfully fit ecdis on a vessel or across a 

Tankers built from July 2012 onwards must install an ecdis 



preparation 

fleet and operate it in a safe and efficient manner 

requires consideration of a number of interrelated 

elements. As well as decisions on the purchase and 

installation of the ecdis equipment thought must be 

given to training and to the amendment of bridge 

procedures. Lastly, but importantly, is the selection 

of a chart service that best meets operational 

needs and fulfils the carriage requirements. All of 

these factors need to be taken into account when 

developing the implementation strategy for the 

fleet. It will depend on the types of vessel in the 

fleet as well as the mix of new and existing vessels 

and the trading pattern they operate. 

Step 3: choosing the correct ecdis fit 

There is a large range of ecdis equipment available, 

from those that are part of an integrated bridge 

system, through to small stand-alone units that 

could be more appropriate for retrofit to vessels 

that have limited bridge space. The IMO standards 

require that vessels must carry a backup to ecdis that 

can take over the chart-based navigation functions 

in event of system failure. The fitting of a second 

ecdis or the carriage of paper charts are widely 

accepted as back up that will meet requirements. 

Depending on the flag state, other solutions such as 

the carriage of a chart radar or other type-approved 

electronic back-up may be accepted. Owners and 

managers will need to decide whether to fit vessels 

with single or dual ecdis systems. Fitting a dual 

Bridge procedures may need to be amended to 

accommodate ecdis 

system will allow a significant reduction in the 

paper charts carried (in some cases down to zero). 

If using paper charts as a back up to a single ecdis 

a vessel is likely to require the carriage of a full (or 

only slightly reduced) folio. However if the owner 

intends to install and operate with ecdis, they will 

need to work closely with the maritime authority 

so that its vessels are registered with to ensure they 

comply with all the requirements. 

Step 4: choose the right chart solution for you 

Only official electronic navigation charts (ENC) 

from an authorised supplier meet Solas carriage 

requirements for charts in ecdis. These must be kept 

fully up to date for the latest notices to mariners 

(NM). Owners should be looking for a chart 

service that is compliant with the new regulations, 

provides the best coverage for their vessels’ areas of 

operation, provides flexibility both in terms of the 

charts bought and their licence periods and includes 

a regular update service. 

Look also for a chart supplier who can provide 

official raster navigational charts, such as ARCS, for 

areas where ENCs are not available. This will enable 

a fleet to always navigate with official data. 

Step 5: get crew trained 

Training is a key element in the successful and safe 

transition to electronic navigation. 

Flag states will normally, as a minimum, require 

that ships officers attend an approved generic ecdis 

operator training course based on the IMO standard 

model. In addition, the ISM Code requires that ships 

officers have familiarisation training for all safety 

equipment fitted on board. This requirement can 

be met through type-specific training provided by 

the ecdis manufacturer. As a minimum, an owner 

should be able to satisfy its flag state, and any 

independent audit authorities, that its crews are 

competent in the use of ecdis to maintain safety 

of navigation. The UKHO is developing training 

material, including computer-based packages, to 

assist the mariner to read and interpret ENCs with 

the same confidence they have with paper charts. 

Step 6: get flag state certification 

It is essential to understand a flag state’s 

requirements for certification. Under existing 

regulations owners will need to obtain a certificate 



of equivalency to allow ecdis to be used to 

fulfil the Solas chart carriage requirement. The 

certificate is proof that the vessel has a typeapproved 

ecdis, fitted in accordance with IMO 

requirements and an approved back up system. 

Owners should check that their flag state will 

accept the type-approval certification for the 

ecdis equipment they wish to fit. Where ecdis 

has been fitted this should be indicated on the 

record of equipment attached to the vessel’s safety 

equipment certificate; this will also give details of 

the back up that is to be used. Owners should also 

talk to their classification society and insurance/ 

P&I club to see if they have any further specific 

requirements. Flag state requirements may change 

following the adoption of carriage requirements 

for ecdis, so it will be important to remain in close 

contact with them. 

Step 7: demonstrate compliance for port 

state inspection 

As well as having to satisfy the initial requirements 

of a flag state when installing ecdis, port state 

control will be checking to ensure compliance 

with the new regulations. Inspections might 

require physical demonstrations of competency 

by crew as well as evidence of inclusion of ecdis 

operation procedures in an owner’s onboard 

safety management systems. This is in addition 

to basic certification described in step 6. Some 

commercial operators’ vetting schemes will have 

similar demands and non-compliance with their 

requirements could put a ship off-hire. 

Step 8: co-ordinate shoreside 

and shipmanagement 

Close co-ordination between ship and shore 

is vital for successful implementation. Identify 

all the stakeholders – class society, insurers, 

charterers – and include them in the plans 

as early as possible. It’s worth conducting a 

full analysis to determine how ecdis on board 

vessels could change ways of working onshore. 

Practical areas to look at include management 

of chart data and passage planning. Successful 

implementation will require a re-write of a 

company’s safety management system, which 

is likely to be best achieved through structured 

consultation between onboard and ashore staff. 

Arranging training and acquiring certification could 

take months 

Step 9: start now! 

There is a lot to do so don’t wait for the deadline. 

Arranging training and acquiring certification can 

take three months but an owner might need as 

much as six months to implement its strategy 

depending on whether the vessel is a newbuild 

or retrofit. The sooner the strategy is adopted, the 

sooner an owner will have a realistic expectation 

of costs and issues. If a ship is affected by the first 

phase adoption in 2012, planning should start now. 

Step 10: the aim is safety but the result can 

also be efficiency 

Ecdis has been shown to contribute significantly 

to safety of life at sea, but it can also increase 

operational efficiency that in turn can lead to bottom 

line savings. Navigators and superintendents 

regularly report a steady flow of benefits from 

using ecdis. Updates to chart data can be virtually 

instant. Navigation tasks and bridge workload 

can be optimised, situational awareness improved 

and stress reduced when navigating in congested 

waters where most accidents occur. Ecdis also 

offers data reporting and auditing tools that 

can eliminate redundant practices and improve 

voyage planning, delivering tangible fuel savings. 

Early adopters will be the ones that see the 

advantages soonest. ECDIS 



preparation 

Planning for the switch 

to electronic charts 

Shipowners must take action now 

if they are to be ready for the 

mandatory ecdis carriage regulations 

As amendments to Solas stipulating the 

carriage of electronic chart display and 

information systems (ecdis) on board loom 

ever closer, chart suppliers will play a fundamental 

role in assisting shipping companies to get to grips 

with a new method of navigation which some 

seafarers have yet to experience. 

Michael Cauter, deputy chief executive of the 

UK Hydrographic Office, said that during this 

transitional period where electronic navigation is 

being adopted on a rolling basis to 2018, companies 

should respond sooner rather than later. “My 

concern is some people are looking at this as one 

of a number of impending regulatory changes and 

treating it as a reactive issue, ie, ‘we’ll do digital 

navigation as and when we need to’. There are many 

potential safety and economical benefits of digital 

navigation but you only really get those benefits if 

you’ve been through a planned transition.” 

Describing the use of electronic charts as a 

“different way of navigating”, Mr Cauter said the 

need to train crew and get supply chains in place 

will be paramount. He explained if companies 

start planning their transition now, benefits such as 

situational awareness and improved access to chart 

updates and information can be realised. “There 

are shipping companies who’ve been managing 

their own transition for the last five, six or seven 

years and are now navigating predominantly with 

digital charts, with a huge number of commercial 

and safety benefits. I’m concerned people are not 

investing time into planning how they’re going to 

integrate a real change in the way they navigate and 

access the potential benefits,” he said. 

Irrespective of when shipping companies believe 

Owners must prepare crew to use ecdis from 

now onwards 

the switch to ecdis will impact them, Mr Cauter 

said the need to begin planning now is clear and 

he advised companies should communicate with 

those in industry who can offer advice on what this 

means in practice. He said, “Don’t plan for a sudden 

switch, plan for a phased transition. We’ve seen a 

number of shipping lines which have gone through 

a phased transition where they’re increasing their 

costs in the first year or two, buying paper and 

digital materials through the transition, but they’ve 

got a clear business case and within a few years it 

pays back.” 

Thomas Gunn, managing director of Thomas 

Gunn Navigational Services, said improved 

situational awareness is the “biggest advantage” 



and the “main drive” behind electronic navigation, 

particularly due to information which can be used 

to enhance decision-making processes on the bridge. 

Describing the need for to take an early stance in 

planning the changeover to ecdis, Mr Gunn advised 

shipowners to talk to navigation companies such 

as his own, to gain a more in-depth understanding 

of the process of switching from paper to electronic 

navigation methods. 

“It’s a fairly complete concept change from 

paper folio coverage to ecdis,” he said. “We’ve 

provided seminars for customers, trying to bring 

this information to superintendents and the 

message is getting there slowly. I think it’s a case of 

acknowledging the need and the mandate – ecdis is 

going to come in over a phased time scale and the 

sooner they start talking to the likes of ourselves and 

buying into the concept, looking at how to comply 

with the mandate, the better for them.” 

In April, Thomas Gunn Navigation Services 

will release Voyager 3 – the third version of the 

company’s popular TGNS Voyager, a service which 

has been tested and approved by the UK Maritime 

and Coastguard Agency and UKHO, in addition to 

gaining approvals from a number of flag states. As a 

fully automated onboard chart management system, 

Voyager gives the mariner a personalised database 

of publications, charts and notices to mariners 

(NTM) within a clear folio system. Weekly updates 

are provided to the ship’s index containing NTMs 

and tracings, provided through e-mail or Internet. 

Data is sent to the service user via weekly updates 

and an emphasis on reducing file sizes is key as file 

compression is used and only files of relevance to 

the vessel’s chart outfit are supplied. 

April will also see the launch of the company’s 

TGT e-Data service which provides chart updates 

from not just the UKHO but also from the US, 

New Zealand, Australia, Canada and Japanese 

hydrographic offices. Mr Gunn said the company 

is also “in discussion with a number of other 

hydrographic offices to include their data sets into 

our TGT e-Data service”. The service also boasts 

a range of additional features including advanced 

compression technology, where up to 60 per cent 

reduction in file size can be achieved. 

Mr Gunn described the need for shipping 

companies to act on ecdis requirements now, “If 

they leave it until the last minute, the training 

Training will assist navigation officers to create 

passage plans using ecdis 

aspect is a huge hurdle which needs to be overcome. 

There are more and more solutions out there – we 

have products which can help with the transition, 

we’ve got the people, the technology and the 

understanding so it’s really about buying into 

ecdis and getting on board now. By speaking with 

distributors you can plan ahead.” 

In the wake of a widespread move towards 

e-navigation, training is also a pertinent concern, 

but is the industry doing enough to ensure seafarers 

are competent with these new technologies? Mr 

Cauter said, “I’m a firm believer that regulation is an 

important but blunt tool. The most important thing 

is if we can promote the significance, importance and 

benefits of training to shipowners and managers, 

the market demand will pull this through. With the 

model course, IMO has taken an early stance on 

recognising the need for training and other bodies 

are also spending time thinking about this. 

“Training will always need to be personalised 

for a particular environment or vessel – that is not a 

role for the regulator. Commercially the benefits of 

investing in training are clear but personally I am 

not happy with the investment made in training 

around digital navigation today. I think a number 

of shipping companies have taken rather short-term 

views but I think we are seeing the people who are 

making that investment improve their turnover 

of staff. It’s more about trying to encourage the 

philosophy of shipping companies to embrace the 

benefits of training rather than seeing this as a 

regulatory ‘must-do’.” ECDIS 



profile 

Human dynamo driving 

the company forward 

Family firm Thomas Gunn owes 

much of its success to the man 

whose name is on the building 

Thomas Gunn has the energy, drive and 

ambition of at least three people and has led 

such an eventful life that the mere mention of 

it would exhaust lesser mortals. At the helm of this 

family-owned international market leader, Thomas 

Gunn inspires a team of more than 140 staff and 

spearheads the digital developments within Thomas 

Gunn Navigation Services (TGNS). 

In his role as managing director this human 

dynamo circumnavigates the globe, holding 

regular face-to-face meetings with the company’s 

worldwide clients and attending a multitude of 

industry events to ensure he stays firmly abreast of 

latest developments. 

Yet he also manages to find time to ski, cycle, 

run, sailboard, spend time with his family and 

devote time to community groups and charity 

events “to give something back”. 

This ability to grasp life by the throat and 

squeeze every inch out of it has characterised his 

maritime career and enabled him to build from 

scratch a company which is now 

the world’s leading international 

agent for Admiralty charts. 

It’s a far cry from his early days 

in North Shields, Northumberland 

where the young Mr Gunn, whose 

father and grandfather had 

served at sea, started his working 

life as an apprentice at specialist 

navigation instrument maker 

Lilley & Gillie. 

He gained wide experience in 

all disciplines within the company 

before choosing to specialise in try to be a leader 

Thomas Gunn: as a company we 

navigation and become a compass adjuster. This 

led him to complete a foreign going masters’ 

course at South Shields College, obtaining his 

‘ticket’ in London and becoming a qualified 

compass adjuster aged just 21. 

For Mr Gunn it was the allure of going to sea to 

calibrate the compass aboard a variety of vessels 

which held the biggest attraction. “The Gunn 

family has a long tradition of being involved with 

the sea so it was in my blood,” he explained. 

But quickly this ambitious young man had a 

burning desire to reach out on his own and set up 

his own company. At the age of only 22 he moved 

lock, stock and barrel with first wife Linda to 

Aberdeen, Scotland, where the pair began Thomas 

Gunn Navigation Services with Mr Gunn calibrating 

compasses for the large fishing fleet and growing 

number of oil industry-related vessels. 

“I’d done a lot of research and realised there was 

an opening for someone to work out of the north 

east of Scotland,” he recalled. “Moving to Aberdeen 

was bold move and at the time people thought I was 

mad leaving Northumberland because I had a good 

job there. But I was always looking for something 

different. You’ve got to do something with your life 

– the world’s my oyster!” And, he adds, Gunn is a 

Scottish surname “so deep down I was going back 

to my roots”. 

Dedication and drive built 

the business. He drove 70,000 

miles a year in those early days 

developing a customer base while 

Linda took care of the financial 

and back-office aspects. “It was 

interesting times,” enthused Mr 

Gunn, “I didn’t know anyone at 

first. It was flying by the seat of 

your pants. 

“But that was it, we worked 

hard and we never looked back. I 

did 11 years with no sick days and 



no holidays – you just 

got on with it. But I 

enjoyed every minute 

of it!” 

Work flooded 

in. Mr Gunn’s ‘can 

do’ attitude earned 

him industry respect 

and built lasting 

relationships with 

customers. Pretty 

soon he found himself 

using his navigational 

knowledge to help 

source charts and 

equipment for 

customers on the 

basis that “you never 

say no”, and this led 

to the company’s 

appointment as a UKHO chart agent in 1981. 

Over the years Mr Gunn has gathered a loyal 

and dedicated team of people who have enabled 

him to grow the company from local market leader, 

through national success to become an international 

force to be reckoned with. 

He began by taking on an apprentice of his own 

– 16-year-old Martin Goodrum who remains with 

the firm 28 years on as a senior compass adjuster 

and service engineer. Other staff have served 

with the company for up to 25 years each and this 

level of commitment enables TGNS to provide its 

customers with a knowledgeable and consistentlyhigh 

service. 

Along the journey Thomas and Linda Gunn were 

joined by experienced and well-respected director 

Doug Anderson whose move from London to 

Aberdeen represented an important turning point 

in the company and enabled Mr Gunn to focus on 

greater international business development. 

Despite years of consolidated growth and 

expansion, Mr Gunn still leads from the helm 

and meets every new employee for an in-person 

discussion as part of their induction process as 

well as chairing regular team meetings when his 

extensive travel plans allow. 

Thirty-three years later TGNS is going strong 

and developing market-leading ecdis technology to 

meet modern navigational needs. 

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

“As a company we try to be a leader,” he explains 

with modest understatement. “We have our own 

research and development department and our own 

IT guys and we have the facility to provide solutions 

for our customers.” 

While he firmly believes “there will always 

be a requirement for regular charts”, Mr Gunn 

has invested significantly in developing the 

firm’s digital capabilities. Version three of the 

company’s Voyager fully automated on board chart 

management system is set to be launched in April 

– testimony to his declaration that “you can’t just 

stand still”. 

This dynamic 56-year-old has no plans to retire 

while he still has “a hunger for business and as long 

as I’m fit and able to do these things”. However, in 

his daughters Emma and Claire and grandchildren 

Lucas and Thomas, he has a ready-made chain 

of succession able to ensure TGNS remains a 

family firm at the cutting edge of customer-based 

navigational solutions provision. 

But today Mr Gunn’s hectic life has more balance 

and when he’s not in the office or travelling the 

globe you can find him on the beach with wife 

Cherie and daughter Ellie or running in the Scottish 

forests with his dogs – or maybe touring Europe on 

his Harley Davison with his biker friends. 

One place you won’t find him is asleep in front of 

the TV – this dynamo never stops! ECDIS 



chart management 

Chart management 

systems – beyond ecdis 

Voyager is a fully automated chart management system 

Thomas Gunn is launching two new 

software programs which organise 

publications, charts and notices to 

mariners into a database 

In a world where navigators often have to 

work with both electronic chart display and 

information systems and traditional paper 

charts, Thomas Gunn Navigational Services (TGNS) 

has met the challenge of using advanced technology 

to provide British Admiralty corrections for both 

systems. Digital transmission of corrections enable 

navigators to easily and efficiently update both 

ecdis and paper charts with the latest information, 

dispensing with the unwieldy number CDs and the 

burden of time consuming paperwork. 

Extensive sea trials of two new products to be 

launched this spring are in the final stages and Thomas 

Gunn, managing director of TGNS said, “We have 

become the leading distributor of Admiralty digital 

products in the world, by listening to our clients’ needs 

and working closely with them to develop the right 

solutions and the most economic solutions. With our 

in-house digital products department and our eightstrong 

team of IT developers, we have the infrastructure 

in place to develop ongoing innovative solutions for the 

mariners’ e-navigational needs of the future.” 

In April, TGNS will release Voyager 3 – the 

third version of the company’s popular TGNS 

Voyager Software, a service which has been tested 

and approved by the UK Maritime and Coastguard 

Agency and UKHO, in addition to gaining approvals 

from a number of the world’s leading flag states. 

As a fully automated onboard chart management 

system, Voyager gives the mariner a personalised 

database of publications, charts and notices to 

mariners (NTM) within a clear folio system. Weekly 

updates are provided to the ship’s index, containing 

NTMs and tracings, provided through e-mail or the 

Internet. Data is sent to the service user via weekly 

updates and an emphasis on reducing file sizes is 

key as file compression is used and only files of 

relevance to the vessel’s chart outfit are supplied. 

Voyager 3 will include all the current functionality 

of Voyager 2, but with the additional capability 

to receive vessel specific updates for AVCS and 

ADP. Furthermore, Voyager 3 will also allow users 

to add and remove charts to their index, and 



Training – the key to successful transition 

With over 30 years in the industry, Thomas Gunn, 

managing director of Thomas Gunn Navigational Services 

(TGNS) is ideally placed to comment on developments 

in electronic navigation systems and the benefits that 

improved automation and integration can bring. With its 

heritage of traditional paper based folio coverage, TGNS 

has the specialist knowledge to develop high quality, 

cutting edge, electronic onboard chart management 

systems and Mr Gunn is passionate about the benefits 

he has seen to the industry as a whole. 

Describing the need to take an early stance in the 

changeover to electronic navigation methods he said, 

“Improved situational awareness is a massive advantage 

to mariners and can significantly enhance decisionmaking 

processes on the bridge. We urge shipowners 

to talk to navigation data suppliers, such as ourselves, 

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

switching from paper to electronic navigation methods, 

and the benefits to be realised. 

“It’s a fairly complete concept change from paper 

folio coverage to ecdis. We provide a programme of 

training and seminars for our customers and are trying 

hard to bring the information to superintendents – the 

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

case of acknowledging that whilst there is a mandate 

to comply with, there is also a genuine need for 

heightened awareness, and that very real benefits are 

to be gained from embracing these new technologies, 

at the same time as understanding the limitations. 

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

left until the last minute the training aspect will become 

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

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

on computers as a whole which needs to be overcome 

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

and so find it difficult to welcome them into their working 

environment. We need to demonstrate the enormous 

benefits that can be gained from the technology – not 

only from ecdis itself but also from online updates 

that are available for both digital and paper based 

navigational systems.” 

“There are more and more solutions out there – we 

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

got the people, the technology and the understanding so 

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

now,” said Mr Gunn. 

request additional ENCs. 1,600 vessels are currently 

subscribed to the Voyager service and demand for 

the third version will be strong. 

April will also see the launch of the TGNS’ TGT 

e-Data service which provides chart updates from not 

just the UKHO but also from the US, New Zealand, 

Australia, Canada and Japanese hydrographic 

offices, with further data sets to be added in the near 

Weekly Voyager updates are provided to the 

ship’s index 

future, regarding paper-based outfits. 

TGT e-Data is a fully editable onboard chart 

management system which will provide mariners 

with a personalised database of charts, publications 

and NTMs organised in a convenient folio system, 

and supplies weekly updates to the ships index and 

NTMs and tracings via e-mail. 

Thomas Gunn, managing director of TGNS 

said, “TGT e-Data is a living, breathing product 

which will evolve to meet the needs of navigators 

worldwide. We are in discussions with a number 

of other hydrographic offices to include their data 

sets into our TGT e-Data service and believe that 

we’ve got a specific market for regions where 

there could be operators relying on not just British 

products but who also carry data on board their 

ships from other regions. Our service also boasts 

a range of additional features including advanced 

compression technology, where up to 60 per cent 

reduction in file size can be achieved, making it 

the most technically advanced digital NTM service 

available.” ECDIS 



digest directory ferry 

BRAZIL 

Fundação Homem do Mar 

www.fhm.org.br 

CHINA 

Headway Technology Co Ltd 

www.headwaytech.com 

CYPRUS 

Uniteam Marine Ltd 

www.uniteammarine.com 

DENMARK 

Danelec Marine A/S 

www.danelec-marine.com 

Furuno Danmark A/S 

www.furuno.dk 

Isic A/S 

www.isic-systems.com 

FINLAND 

Aboa Mare 

www.aboamare.fi 

Unigraf Oy 

www.unigraf.fi 

FRANCE 

Sodena SAS 

www.sodena.net 

GERMANY 

Baytek Industriesysteme GmbH 

www.baytek.de 

ChartWorld GmbH 

www.chartworld.com 

Conrac GmbH 

www.conrac.de 

Interschalt Maritime Systems AG 

www.interschalt.de 

Kadlec & Brödlin GmbH 

www.kadlec-broedlin.de 

MSG MarineServe GmbH 

www.marineserve.de 

MTC Marine Training Center GmbH 

www.mtc-simulation.com 

Raytheon Anschütz GmbH 

www.raytheon-anschuetz.com 

Safebridge GmbH 

www.safebridge.net 

SAM Electronics GmbH 

www.sam-electronics.de 

SevenCs GmbH 

www.sevencs.com 

GREECE 

Cosmos Nautical Training Centre 

www.cosmostraining.gr 

Epsilon Hellas 

www.epsilonhellas.gr 

Vanos SA 

www.vanos.gr 

ISRAEL 

Totem Plus 

www.totemplus.com 

INDIA 

Bibby Ship Management (India) Pvt Ltd 

www.india.bibbyshipmanagement.com 

JAPAN 

Furuno Electric Co Ltd 

www.furunodeepsea.com 

Japan Radio Co 

www.jrc.co.jp 

THE NETHERLANDS 

Datema Nautical Safety 

www.datema.nl 

JRC Europe 

www.jrceurope.com 

NORWAY 

Hatteland Display AS 

www.hatteland-display.com 

Jeppesen 

www.jeppesen.com/marine 

Kongsberg Maritime 

www.km.kongsberg.com 

Maris 

www.maris.no 

DNV Maritime Partner 

www.dnvmp.com 

Primar 

www.primar.no 

REPUBLIC OF PANAMA 

Islamorada 

www.islamorada.com 

PHILIPPINES 

Idess Maritime Centre (Subic) Inc 

www.idess.com 

SWEDEN 

Adveto AB 

www.adveto.com 

Consilium Marine & Safety AB 

www.consilium.se 

Transas Marine International 

www.transasmarine.com 

UAE 

Elcome International LLC 

www.elcome.ae 

Emirates International 

Maritime Academy 

www.eima.ae 

UK 

Blackpool & The Fylde College 

www.blackpool.ac.uk 

Charity & Taylor 

(Electronic Services) Ltd 

www.ecdis-and-radar.com 

ChartCo Ltd 

www.chartco.com 

Da Gama Navigation Solutions 

www.da-gama.co.uk 

Ecdis Ltd 

www.ecdis.org.uk 

John Lilley & Gillie Ltd 

www.lilleyandgillie.co.uk 

Kelvin Hughes Ltd 

www.kelvinhughes.com 

PC Maritime Ltd 

www.pcmaritime.co.uk 

South Tyneside College 

www.stc.ac.uk 

Thomas Gunn Navigation Services 

www.thomasgunn.com 

Todd 

www.intelligentnavigation.com 

VideoTel 

www.videotel.co.uk 

Warsash Maritime Academy 

www.warsashacademy.co.uk 

US 

Global Maritime and 

Transportation School 

www.gmats.usmma.edu 

Maritime Professional Training 

www.mptusa.com 

Sperry Marine 

www.sperrymarinenorthropgrumman.com 

DISCLAIMER: Riviera Maritime Media 

Ltd will not be held responsible for any 

loss, damage or inconvenience caused by 

reliance placed on the data contained in it 

or through omission or errors. 


At ISIC, we are used to answer 

questions about hardware for 

marine-applications like, ECDIS 

and RADAR. 

We always listen – and offer our 

knowledge and skills, so that our 

answer will be a helpful one. 

So! - Give us your question, 

and let us together find out, if 

our hardware is the answer. 

t: +45 7020 7077 

e: sales@isic-systems.com 

www.isic-systems.com 

sea 

the world 

TRAIN AT MPT 

 

 

 

 

 

 

 

MARITIME PROFESSIONAL TRAINING 

1915 S. ANDREWS AVE., FORT LAUDERDALE, FL 33316 

 

Download our NEW, 92-page full color 

Career Reference Manual 

& Course Catalog 

at www.MPTusa.com 



last word 

Why so complicated? 

Modern expectations may signal the 

future course for ecdis 

by Alan Welcome 

Although mandatory ecdis is just 

around the corner for some sectors of 

the industry, only a small proportion 

of mariners currently have experience of 

using ecdis for primary navigation. But this is 

changing, and as more companies, ships and 

their crews encounter ecdis, the more questions, 

reservations and concerns emerge. Many of the 

specific issues can be encapsulated in the single 

catch-all question – why is it so complicated? A 

good question too; after all, ecdis has been a long 

time coming and it wouldn’t seem unreasonable 

to expect a mature, user-friendly system at our 

present stage of digital development. 

But ecdis continues to be an awkward issue 

and part of the problem surely stems from the 

fact that two of the elements fundamental to 

its progress operate at vastly different speeds. 

While the regulatory wheels, including those at 

the IMO, grind very slowly indeed, the scale of 

progress in the electronics industry has roughly 

followed the spectacular expansion of ‘Moore’s 

Law’ suggesting that the number of transistors on 

an integrated circuit will double every 18 months 

or so. Where is the computer you were using in 

November 1995 when the IMO adopted the first 

ecdis performance standards? 

Rarely has bridge equipment generated such 

polarised views, though it is probably worth 

remembering that radar was initially treated with 

deep scepticism by many experienced mariners. 

Opinions of ecdis range from enthusiastic acceptance 

to those who would like to see the mandatory 

implementation programme put on hold pending 

the resolution of a raft of perceived problems. 

Properly used, ecdis should be a force for 

good, enhancing safety at sea. But nobody can 

Shawn Freeman: One suggestion is to tie the antigrounding 

parameters to the route plan 

seriously imagine that ecdis will always be used 

properly. Although it is widely understood that 

ecdis has the facility to provide timely antigrounding 

warnings, this is only true if the 

operator has configured the system properly. 

Furthermore, charting limitations often seem to 

present problems in relatively shallow waters 

where the functions would deliver the greatest 

benefits. Shouldn’t we expect such a system to 

default to a safe mode, automatically providing 

alarms based on, say, a vessel’s maximum loaded 

draught with an additional safety margin and 

its manoeuvring characteristics. Furthermore, 

provided with vessel specific data, it shouldn’t be 

difficult to enable a system to question or reject 

inappropriate user settings. 

And nobody can ever have suggested that paper 

charts are far too big and ecdis would be best served 

by a much smaller display! The display size was 

dictated by the hardware available in the day and it is 

one of the main areas of dissatisfaction, particularly 

during the voyage planning phase. Bigger displays 

are now available at a reasonable price, but how 


long will it be before the minimum size of display is 

revised to acknowledge this availability? 

Then there is the understandable call for some 

level of standardisation to allow personnel troublefree 

movement between different makes and models 

of ecdis. This is countered by the equally reasonable 

claims that the combination of standardisation 

and regulation would virtually stifle imaginative, 

competitive development. 

Ecdis seems to be a partially successful attempt 

to conflate the time-honed practice of traditional 

navigation with a particular take on digital 

technology. But shouldn’t there be more to it? How 

about the people who will have to work with it 

throughout their time at sea? 

For a taste of the aspirations of those at the 

beginning of their maritime careers I am grateful 

to Shawn Freeman (USCG Ret), currently a part 

time electronic navigation instructor at the Mid 

Atlantic Maritime Academy in Virginia Beach, 

Virginia. He says his younger students regularly 

comment on the limitations they encounter with 

ecdis/ENC and they would certainly like to be 

dealing with systems much more in keeping 

with their wider experience of 

modern technology. 

“One of the comments I 

frequently hear from students 

in my ecdis course relates 

to the information system 

element of ecdis. They say it is 

much easier to pull out a paper 

chart to find a relevant chart 

note than it is hunting for the 

information on an ENC, only 

to find out that it references 

some other publication.” 

One student put it in a 

nutshell, saying, “Why can’t I 

Google my ENC and ask direct 

questions such as, ‘where is 

Thimble Shoals Light?’ ‘Where 

are the anchorages for this 

harbour?’ ‘Which harbour has 

these features?’ Instead, I have 

to hunt and click to find what 

I am looking for.” 

Another asked, “Why can’t 

the ecdis work like the GPS in 

Young seafarers are familiar with 

iPhone-type technology 

my car? I enter my destination, and it spits out 

the best recommended route.” 

Mr Freeman says the anti-grounding features 

also attract criticism. Their limitations have 

resulted in annoyance with alarms that are 

not relevant. He says this is dangerous as it 

introduces a ‘crying wolf’ syndrome which is not 

conducive to safe navigation. “One suggestion 

is to tie the anti-grounding parameters to the 

route plan. Narrow channels don’t require 

the same parameters as coastal transits with 

undefined channels. When tied to the route, the 

parameters could be programmed to adjust to 

values appropriate to the circumstances, triggered 

by components in the route plan.” 

Mr Freeman says that his observations lead him 

to believe that an “intuitive system” really means 

we want something we are used to and familiar 

with. Put another way: how can I use what I 

already know to accomplish what I want? 

“The younger generation are familiar and 

comfortable with Microsoft and Internet type 

human interfaces. The speed and availability of 

iPhone type applications impress young minds 

and demonstrate what they can 

expect from their technology. 

These are the influences that 

shape a young mariner’s notion 

of intuitive. Applications such 

as Google maps, Google earth, 

Google street view and plain 

Google search may be the 

direction ecdis will follow.” 

Others are concerned that 

the cartographer’s art will 

disappear. It should survive, in 

the medium term at least, as there 

will be a continuing demand for 

paper charts. It would be very 

satisfying if these skills were 

ultimately to be combined with 

a far more mature descendant 

of ecdis/ENC to produce a truly 

elegant, intuitive navigational 

environment, supporting all 

navigational techniques and 

encouraging a pro-active 

approach to the conduct of 

ships. ECDIS 



abbreviations & acronyms 

Abbreviations and 

acronyms 

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

AIS 

automatic identification system 

ARCS 

Admiralty raster chart service 

arpa 

automatic radar plotting aid 

AVCS 

Admiralty vector chart service 

BWT 

ballast water treatment 

CCRP 

consistent common reference point 

CIRM 

international radio maritime committee 

COC 

certificate of competence 

Colregs 

international regulations for 

preventing collisions at sea 

DGPS 

differential GPS 

DR 

dead reckoning 

dwt 

deadweight tonnage 

ecdis electronic chart display and information system 

ECS 

electronic chart system 

ENC 

electronic navigational chart 

eLoran 

enhanced long range navigation system 

FSA 

formal safety assessment 

GIS 

geographic information system 

Glonass 

global navigation satellite system 

GMDSS 

global maritime distress and safety system 

GNSS 

global navigation satellite system 

GPS 

global positioning system 

GT 

gross tonnage 

HMI 

human machine interface 

HO 

hydrographic office 

HSC International code of safety for high-speed craft 

IACS International Association of Classification Societies 

IBS 

integrated bridge system 

ICS 

International Chamber of Shipping 

IEC 

International Electrotechnical Commission 

IHO 

International Hydrographic Office 

ILO 

International Labour Organisation 

IMO 

International Maritime Organization 

IMO course 1.27 

Standardised model course on the 

operational use of ecdis 

INS 

integrated navigation system 

ISM 

International Safety Management Code 

MAIB 

Marpol 

MCA 

MGN 

MIO 

MNTB 

MSC 

NARAS 

Navtex 

NI 

NMEA 

NOAA 

OMBO 

OOW 

P&I club 

PMS 

PSC 

RCDS 

RENC 

RNC 

S-mode 

SENC 

SMC 

Marine Accident Investigation Branch (UK) 

marine pollution convention 

Maritime and Coastguard Agency (UK) 

marine guidance note 

marine information overlay 

Merchant Navy Training Board 

(IMO) Maritime Safety Committee 

navigation radar and ARPA simulation 

navigational and meteorological 

warning broadcast service 

The Nautical Institute 

National Marine Electronics Association 

National Oceanic and Atmospheric 

Administration (US) 

one man bridge operation 

officer of the watch 

protection and indemnity club 

planned maintenance system 

port state control 

raster chart display system 

regional ENC co-ordination centre 

raster navigational chart 

simplified or standard mode 

system electronic navigation chart 

safety management certificate (ISM Code) 

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

STCW (international convention on) standards of training, 

certification and watchkeeping 

T&Ps 

temporary and preliminary notices 

UKC 

under keel clearance 

UKHO 

United Kingdom Hydrographic Office 

UKMPA United Kingdom Maritime Pilots’ Association 

UPS 

USCG 

VAR 

VDR 

VHF 

WEND 

uninterruptible power supply 

United States Coast Guard 

value added reseller 

voyage data recorder 

very high frequency 

worldwide electronic navigational database 


SHORTCUT FOR 

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offices all over the Middle East 

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combining equipment, 

software, airtime, training, and 

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Elcome is your one-stop-shop 

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Bahrain | India | Kuwait | Oman | Qatar | Saudi Arabia | UAE | Yemen

ecdis - Thomas Gunn

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