ecdis - Thomas Gunn
ecdis - Thomas Gunn
ecdis - Thomas Gunn
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Summer 2011<br />
sponsored by<br />
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& C O M M U N I C A T I O N S
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sponsored by<br />
a supplement to<br />
& C O M M U N I C A T I O N S<br />
Summer 2011<br />
contents<br />
INTRODUCTION<br />
3 Time to learn from each other<br />
UNDERSTANDING ECDIS<br />
4 Answers to frequently asked questions<br />
EXPERT OPINION<br />
7 Choosing the right <strong>ecdis</strong><br />
8 Ecdis equipment - lease or buy?<br />
TRAINING<br />
11 MCA advice to UK shipowners<br />
12 Non-mandatory carriage<br />
14 Insight from training research project<br />
ECDIS IN ACTION<br />
18 Dealing with the current shortcomings<br />
22 The shipmanager’s problems<br />
PERSPECTIVE<br />
24 The pilot’s view of <strong>ecdis</strong><br />
SOLUTIONS<br />
28 Adveto<br />
29 Da Gama<br />
30 Ecdis Ltd<br />
31 Japan Radio Co<br />
32 Kelvin Hughes<br />
33 Maris<br />
34 Raytheon Anschütz<br />
35 SCD (Charts and Publications)<br />
36 Seagull<br />
37 Totem Plus<br />
38 Transas Marine<br />
NORTH AMERICA<br />
39 <strong>Thomas</strong> <strong>Gunn</strong> bolsters its North American role<br />
CHART UPDATING<br />
40 Data compression aids data retrieval<br />
SWITCHOVER<br />
42 Embracing the new way in navigation<br />
REGULATIONS<br />
48 Meeting carriage requirements for <strong>ecdis</strong><br />
50 IMO’s <strong>ecdis</strong> mandate<br />
PREPARATION<br />
54 It is time to prepare for <strong>ecdis</strong> carriage regulations<br />
PROFILE<br />
56 In conversation with <strong>Thomas</strong> <strong>Gunn</strong><br />
CHART MANAGEMENT<br />
58 Software to make data management easier<br />
DIRECTORY<br />
60 Ecdis equipment and service suppliers<br />
LAST WORD<br />
62 Can we make it better?<br />
THE JARGON<br />
64 Abbreviations and acronyms<br />
A Complete Guide to ECDIS is sponsored by<br />
<strong>Thomas</strong> <strong>Gunn</strong> Navigation. While every care has<br />
been taken in compiling this guide, the editor,<br />
publisher and sponsor are not responsible for the<br />
consequences of any errors and omissions.<br />
Production Manager: Ramesh Mahbubani<br />
t: +44 20 8370 7010<br />
e: ramesh.mahbubani@rivieramm.com<br />
sponsored by<br />
Summer 2011<br />
Consultant Editor: Alan Welcome<br />
t: +44 1843 867 481<br />
e: alan.welcome@rivieramm.com<br />
Sales Manager: Jo Giles<br />
t: +44 20 8370 7793<br />
e: jo.giles@rivieramm.com<br />
Sales: Paul Dowling<br />
t: +44 20 8370 7014<br />
e: paul.dowling@rivieramm.com<br />
Sales: James Bentley<br />
t: +44 20 8370 7791<br />
e: james.bentley@rivieramm.com<br />
Circulation Manager: Joanne Collett<br />
t: +44 20 8370 7795<br />
e: joanne.collett@rivieramm.com<br />
Chairman: John Labdon<br />
Managing Director: Steve Labdon<br />
Editorial Director: Tony Wilson<br />
Sales & Development Director: Steve Parks<br />
Publishing Director: Hamish Dickie<br />
Finance Director: Cathy Labdon<br />
Group Sales Manager: Bill Cochrane<br />
Published by:<br />
Riviera Maritime Media<br />
Mitre House,<br />
66 Abbey Road<br />
Enfield EN1 2QN, UK<br />
©2011 Riviera Maritime Media Ltd<br />
a supplement to<br />
Join our LinkedIn® ECDIS<br />
Networking Group<br />
For anyone involved with electronic<br />
chart software and hardware, legislation,<br />
training and usage, ashore or on board<br />
www.rivieramm.com/groups<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 1
sponsored by<br />
a supplement to<br />
& C O M M U N I C A T I O N S<br />
Summer 2011<br />
contents<br />
INTRODUCTION<br />
3 Time to learn from each other<br />
UNDERSTANDING ECDIS<br />
4 Answers to frequently asked questions<br />
EXPERT OPINION<br />
7 Choosing the right <strong>ecdis</strong><br />
8 Ecdis equipment - lease or buy?<br />
TRAINING<br />
11 MCA advice to UK shipowners<br />
12 Non-mandatory carriage<br />
14 Insight from training research project<br />
ECDIS IN ACTION<br />
18 Dealing with the current shortcomings<br />
22 The shipmanager’s problems<br />
PERSPECTIVE<br />
24 The pilot’s view of <strong>ecdis</strong><br />
SOLUTIONS<br />
28 Adveto<br />
29 Da Gama<br />
30 Ecdis Ltd<br />
31 Japan Radio Co<br />
32 Kelvin Hughes<br />
33 Maris<br />
34 Raytheon Anschütz<br />
35 SCD (Charts and Publications)<br />
36 Seagull<br />
37 Totem Plus<br />
38 Transas Marine<br />
NORTH AMERICA<br />
39 <strong>Thomas</strong> <strong>Gunn</strong> bolsters its North American role<br />
CHART UPDATING<br />
40 Data compression aids data retrieval<br />
SWITCHOVER<br />
42 Embracing the new way in navigation<br />
REGULATIONS<br />
48 Meeting carriage requirements for <strong>ecdis</strong><br />
50 IMO’s <strong>ecdis</strong> mandate<br />
PREPARATION<br />
54 It is time to prepare for <strong>ecdis</strong> carriage regulations<br />
PROFILE<br />
56 In conversation with <strong>Thomas</strong> <strong>Gunn</strong><br />
CHART MANAGEMENT<br />
58 Software to make data management easier<br />
DIRECTORY<br />
60 Ecdis equipment and service suppliers<br />
LAST WORD<br />
62 Can we make it better?<br />
THE JARGON<br />
64 Abbreviations and acronyms<br />
A Complete Guide to ECDIS is sponsored by<br />
<strong>Thomas</strong> <strong>Gunn</strong> Navigation. While every care has<br />
been taken in compiling this guide, the editor,<br />
publisher and sponsor are not responsible for the<br />
consequences of any errors and omissions.<br />
Production Manager: Ramesh Mahbubani<br />
t: +44 20 8370 7010<br />
e: ramesh.mahbubani@rivieramm.com<br />
sponsored by<br />
Summer 2011<br />
Consultant Editor: Alan Welcome<br />
t: +44 1843 867 481<br />
e: alan.welcome@rivieramm.com<br />
Sales Manager: Jo Giles<br />
t: +44 20 8370 7793<br />
e: jo.giles@rivieramm.com<br />
Sales: Paul Dowling<br />
t: +44 20 8370 7014<br />
e: paul.dowling@rivieramm.com<br />
Sales: James Bentley<br />
t: +44 20 8370 7791<br />
e: james.bentley@rivieramm.com<br />
Circulation Manager: Joanne Collett<br />
t: +44 20 8370 7795<br />
e: joanne.collett@rivieramm.com<br />
Chairman: John Labdon<br />
Managing Director: Steve Labdon<br />
Editorial Director: Tony Wilson<br />
Sales & Development Director: Steve Parks<br />
Publishing Director: Hamish Dickie<br />
Finance Director: Cathy Labdon<br />
Group Sales Manager: Bill Cochrane<br />
Published by:<br />
Riviera Maritime Media<br />
Mitre House,<br />
66 Abbey Road<br />
Enfield EN1 2QN, UK<br />
©2011 Riviera Maritime Media Ltd<br />
a supplement to<br />
Join our LinkedIn® ECDIS<br />
Networking Group<br />
For anyone involved with electronic<br />
chart software and hardware, legislation,<br />
training and usage, ashore or on board<br />
www.rivieramm.com/groups<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 1
introduction<br />
Alan Welcome<br />
Ecdis: time to<br />
build on industry<br />
experience<br />
Welcome to the second edition of<br />
Marine Electronics & Communications’<br />
A Complete Guide to Ecdis. This<br />
year we are focusing on implementation and<br />
practical matters.<br />
We are privileged to have contributions from<br />
those with hands on experience of planning and<br />
managing the migration from paper charts to <strong>ecdis</strong><br />
in a variety of shipping environments.<br />
While there are a number of common threads,<br />
it is clear that a successful outcome requires a<br />
bespoke approach. Historically, the industry at<br />
large has demonstrated that it is not too good at<br />
this sort of thing but it must not resort to its normal<br />
default position of ignoring mandatory equipment<br />
issues until the last minute. Ecdis will become the<br />
primary navigation tool for the majority of Solas<br />
ships and it is simply too important to be treated in<br />
an ad hoc fashion.<br />
Karen Kruse from Nordic Tankers and<br />
Alasdair Ireland from V.Ships share their<br />
experiences of implementing <strong>ecdis</strong> ahead<br />
of mandatory carriage requirements, while Captain<br />
David Elliot from Arklow Shipping provides an<br />
insight into the rationale and practicalities of a<br />
voluntary, non-mandatory <strong>ecdis</strong> programme.<br />
This is certainly a situation in which it pays to<br />
share knowledge and experience by any practical<br />
means; everyone gains from spreading safety<br />
critical information as widely as possible.<br />
It was encouraging to see the level of<br />
engagement at the Ecdis Revolution Conference<br />
in London last year, though it was sobering to<br />
register the degree of uncertainty and confusion<br />
that remains in some areas. Events such as this,<br />
along with increasing online interaction, suggest<br />
that more industry players are getting to grips<br />
with the <strong>ecdis</strong> challenge, sharing their worries,<br />
problems and solutions. Nevertheless, as we all<br />
know, management and operational standards<br />
vary dramatically between shipping companies<br />
and there can be little doubt that as the <strong>ecdis</strong><br />
rollout progresses, a heavy burden will fall on<br />
flag states and port state control to ensure safe<br />
compliance in fact as well as in the letter of the law.<br />
Invariably, when any aspect of <strong>ecdis</strong> is under<br />
discussion, it does not take long before training<br />
is identified as a key and possibly defining<br />
factor. After all, it is generally agreed that <strong>ecdis</strong><br />
as presently constituted is far from perfect and<br />
not necessarily always particularly intuitive<br />
or user friendly. Consequently, it is vital that<br />
operators understand not only how to operate their<br />
equipment; they must fully appreciate both the<br />
general limitations of <strong>ecdis</strong> and also the particular<br />
quirks of the make and model of <strong>ecdis</strong> they are<br />
using. Opinions vary as to the appropriate nature<br />
and level of training required and how it should<br />
be delivered. But while we may debate how the<br />
ideal arrangement might look, it must be accepted<br />
that training hundreds of thousands of bridge<br />
personnel over the next seven years will prove<br />
intensely challenging, especially as the demand for<br />
training will show significant spikes around major<br />
implementation dates.<br />
In terms of equipment supply and training<br />
provision there is everything to be said for making<br />
<strong>ecdis</strong> arrangements well ahead of your mandatory<br />
carriage date. When it comes to safety critical<br />
systems, it’s not such a good idea to be involved in<br />
the marine equivalent of last-minute shopping at<br />
the filling station on Christmas Eve. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 3
understanding <strong>ecdis</strong><br />
Frequently asked<br />
questions about Ecdis<br />
What does <strong>ecdis</strong> stand for?<br />
Electronic chart display and information system.<br />
Ecdis displaying ENCs (see below) are recognised<br />
under Solas regulations as being capable of meeting<br />
the chart carriage requirements for international<br />
shipping. Therefore if flag state approved, and<br />
unlike any other electronic charts, the systems may<br />
be used as the primary sources of navigational<br />
information in place of paper charts.<br />
Is <strong>ecdis</strong> training mandatory?<br />
It has always been considered clear that under<br />
STCW 95 <strong>ecdis</strong> systems are deemed to be included in<br />
the term “charts”. Therefore it follows that if <strong>ecdis</strong> is<br />
used as a chart the user must demonstrate the same<br />
degree of knowledge and competency concerning<br />
the use of <strong>ecdis</strong> as a user of a conventional chart<br />
must demonstrate in chart competency.<br />
The recent Manila amendments to STCW 95 have<br />
confirmed this interpretation and provided details of<br />
the training required. Nevertheless, it is interesting<br />
to compare the time and effort currently invested in<br />
training for traditional chartwork with the short time<br />
stipulated for <strong>ecdis</strong> training. Traditional chartwork<br />
remains vitally important but as <strong>ecdis</strong> progressively<br />
becomes the default navigation display system it<br />
seems sensible that the balance of initial training<br />
should be adjusted to recognise this fact.<br />
What are the requirements for <strong>ecdis</strong> training?<br />
IMO approved a standardised model course for<br />
<strong>ecdis</strong> training on the operational use of <strong>ecdis</strong> in 1999<br />
(IMO course 1.27). This course is offered by approved<br />
training institutions and maritime academies. This is<br />
termed generic training and covers legal aspects and<br />
requirements while highlighting the dangers of over<br />
reliance on the technology. Students receive a wideranging,<br />
albeit brief, introduction to subjects, including<br />
the presentation of data, the various functions<br />
available, errors in display and interpretation, and<br />
<strong>ecdis</strong> back-up. Type-specific <strong>ecdis</strong> training is also<br />
required so that students will be familiar with the<br />
equipment they actually encounter on board. This is<br />
generally, but not exclusively, provided by equipment<br />
manufacturers. The MCA has recently issued guidance<br />
on the subject of <strong>ecdis</strong> training – please see page 11.<br />
What are ENCs?<br />
Electronic navigational charts. These are official<br />
vector charts that conform to the specifications of<br />
the International Hydrographic Organisation (IHO)<br />
and that are issued by or on behalf of a national<br />
hydrographic authority. ENCs are fully compliant with<br />
the IHO product standard. IHO member nations are<br />
responsible for producing ENCs of their own waters<br />
and updating them with all safety-critical information.<br />
What is a RENC?<br />
A regional ENC co-ordinating centre. To ensure<br />
uniformity in the format and distribution of ENCs, the<br />
IHO created a principle called WEND, or Worldwide<br />
Electronic Navigational Database. WEND anticipated<br />
that each major geographical area of the world would<br />
have its own RENC. Each ENC-producing nation<br />
would send its data to the local RENC, which would<br />
be responsible for validating and distributing the ENCs<br />
to end-users. It hasn’t quite worked out like that so far.<br />
There are only two RENCs operating worldwide,<br />
Primar-Stavanger in Norway and the UK-based<br />
International Centre for ENCs (IC-ENC). However,<br />
there are two RENC offices in the IC-ENC framework.<br />
The UK Hydrographic Office runs the headquarters<br />
office and the Australian Hydrographic Service<br />
manages the second.<br />
What are RNCs?<br />
RNC stands for raster navigational chart, which is<br />
a digitally scanned copy of an official paper chart.<br />
RNCs can only be issued by or on the authority of<br />
a national hydrographic office. RNCs may be used<br />
in <strong>ecdis</strong>, most likely in areas where ENCs are not<br />
yet available. However, if <strong>ecdis</strong> is using RNCs, this<br />
4 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
must be in conjunction with an appropriate folio of<br />
up-to-date paper charts.<br />
How are ENCs kept up to date?<br />
In common with paper charts, ENCs (and RNCs)<br />
must be kept corrected by notices to mariners issued<br />
by hydrographic offices. This is achieved by applying<br />
regular update information to the chart data via a<br />
data file.<br />
The update file may be transferred wirelessly<br />
or by a suitable medium such as a CD. The<br />
updating process is automatic although <strong>ecdis</strong> has<br />
the capability for manual updating. This can be<br />
employed if the digital update is not available.<br />
What is a VAR?<br />
A value added reseller. RENCs appoint VARs<br />
to act as specialist distributors, developing their<br />
own services revolving around ENCs. VARs will<br />
generally include additional complementary<br />
electronic products, providing these tailored services<br />
through their own distribution networks.<br />
What are MIOs?<br />
Marine information overlays. These provide<br />
additional information for <strong>ecdis</strong> that is not contained<br />
in the ENCs. MIOs provide valuable supplementary<br />
information not regarded as critical for navigation.<br />
What is ECS?<br />
Electronic chart system. An ECS is any arrangement<br />
of hardware and software for displaying electronic<br />
charts that is not a fully compliant <strong>ecdis</strong> which<br />
is approved for navigation on a specific ship by<br />
the appropriate flag state authority. When a vessel<br />
operates with ECS the paper charts remain the official<br />
basis for navigation, so the vessel must retain and use<br />
a full folio of up-to-date paper charts on board.<br />
Nevertheless if a shipping company provides an<br />
ECS for use on board, it has a duty to ensure that the<br />
officers are competent in its operation even though<br />
it is not the primary means of navigation.<br />
How do I obtain flag state certification?<br />
Flag states differ in their approach. The best advice<br />
is to contact your flag state at an early stage to<br />
ensure that you understand its specific requirements<br />
and to confirm that the equipment you plan to use is<br />
acceptable. As things stand, it is necessary to obtain<br />
a certificate of equivalency to allow <strong>ecdis</strong> to be used<br />
to fulfil the Solas chart carriage requirement. The<br />
certificate shows that the vessel has a type-approved<br />
<strong>ecdis</strong> fitted in accordance with IMO requirements<br />
and that it is provided with an approved backup<br />
system. There will also be crew training and<br />
documentary requirements such as SMS to fulfil.<br />
When must I have approved <strong>ecdis</strong> on my ship?<br />
An amendment to Solas chapter V regulation 19.2 states<br />
that ships on international voyages must be fitted with<br />
<strong>ecdis</strong> according to the following timetable (below).<br />
Where can I find relevant regulations and<br />
official advice?<br />
Until recently this has generally not been so<br />
easy, but you can now take advantage of www.<br />
ECDISregs.com. Its stated mission is to provide<br />
a full, free-to-access library of publications and<br />
documentation of regulations pertaining to<br />
<strong>ecdis</strong> and related subjects. It also offers an <strong>ecdis</strong><br />
regulations notification service. ECDIS<br />
Ships may be exempt if taken out of service within<br />
two years of the relevant implementation date<br />
TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS<br />
Ship type Size New ship Existing ship<br />
Passenger ships ≥500gt 1 July 2012 No later than first survey after 1 July 2014<br />
Tankers ≥3,000gt 1 July 2012 No later than first survey after 1 July 2015<br />
Dry cargo ships ≥50,000gt 1 July 2013 No later than first survey after 1 July 2016<br />
≥20,000gt (new ships)<br />
20-50,000gt (existing ships<br />
≥10,000gt (new ships)<br />
10,000-20,000gt (existing ships<br />
1 July 2013 No later than first survey after 1 July 2017<br />
1 July 2013 No later than first survey after 1 July 2018<br />
3,000-10,000gt 1 July 2014 No retrofit requirements to existing ships
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TYPE APPROVED FOR:<br />
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CERTIFIED FOR:<br />
- MADE IEC 60945 IN GERMANY<br />
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6 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
choosing hardware expert opinion<br />
Shopping for <strong>ecdis</strong><br />
Mike Pearsall, business development<br />
manager with training and<br />
consultancy company Ecdis Ltd,<br />
offers some expert advice to those<br />
tasked with selecting <strong>ecdis</strong> hardware<br />
How do you go about buying <strong>ecdis</strong> for your<br />
ships? First of all you must learn your<br />
subject well and get to grips with the<br />
requirements of your flag state and the ports your<br />
vessels may visit.<br />
When it comes to purchasing hardware, does it<br />
matter which make and model you choose? After<br />
all, they are all type approved. Probably much<br />
more than you think, because the performance<br />
standards against which <strong>ecdis</strong> are tested represent<br />
a minimum level of performance and functionality.<br />
So, although all type approved products are<br />
acceptable in the regulatory sense, they are<br />
certainly not equal.<br />
Find opportunities to obtain hands-on experience<br />
and compare a range of products. Reading<br />
manufacturers’ brochures is not enough. Ecdis is<br />
important, safety-related equipment and should not<br />
be purchased without proper consideration.<br />
Investigate the extent to which a system is<br />
future-proofed. How easily can the hardware and<br />
software be upgraded? Ecdis are essentially desktop<br />
computers, so bring your relevant<br />
experience to bear on the technical<br />
specification, and remember how<br />
often you find the need to upgrade<br />
computers at home and in the office.<br />
Consider the medium term<br />
commercial viability of the<br />
manufacturer. If the company<br />
folds and upgrades cease, your<br />
<strong>ecdis</strong> may not be able to respond<br />
to regulatory changes and so<br />
its ability to satisfy flag state<br />
requirements could be lost with<br />
potentially serious flag and port<br />
state control implications.<br />
Mike Pearsall: <strong>ecdis</strong> should<br />
not be purchased without<br />
proper consideration<br />
Ecdis should deliver safer navigation and ease<br />
the workload. But your choice of equipment will<br />
have a marked bearing on the extent to which these<br />
benefits are delivered.<br />
Will the system interface with the other bridge<br />
equipment? The ability to copy co-ordinates from<br />
Navtex, for example, is invaluable when plotting<br />
temporary areas. The ease of use and the transfer<br />
functionality contribute to the safety of navigation.<br />
Remember that <strong>ecdis</strong> is no more than an aid to<br />
navigation. Navigators must develop the routine<br />
of regularly checking and verifying the vessel’s<br />
position and progress. The standard requires some<br />
provision of the necessary navigation tools, but what<br />
is it like to use them? How effective is your chosen<br />
<strong>ecdis</strong> as a platform for non-GNSS navigation? How<br />
do you lay off compass bearings and cross them<br />
with radar ranges? Would you be comfortable<br />
repeating that process every 15 minutes? If not, will<br />
your sea-going staff want to be bothered?<br />
Ecdis can make life easier, but if the software is<br />
badly designed, navigators will not be at ease with<br />
it. The performance standards specify what must be<br />
done but not how to do it.<br />
Speed is important and this is linked to hardware<br />
specification and future proofing. How quick is the<br />
system when scrolling, zooming and loading new<br />
charts? The performance standard requires these<br />
functions to be delivered in less than 5 seconds,<br />
but that is slow! Imagine counting slowly to five<br />
in a critical navigational situation.<br />
Is the hardware specification<br />
sufficient to allow the software to<br />
process the high volume of data<br />
that the system may be required<br />
to display? A slow system is a<br />
dangerous system.<br />
Find out how long it takes to<br />
undertake chart updates. Is there<br />
an option for direct SENC updates?<br />
Some systems take hours while<br />
others take minutes. Time, effort<br />
and money invested at this stage<br />
will repay handsomely in the long<br />
run. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 7
expert opinion: choosing hardware<br />
Is it best to rent or buy?<br />
Leasing <strong>ecdis</strong> equipment may be<br />
the best way to ensure continued<br />
compliance while avoiding unpleasant<br />
surprises, Andy Norris suggests<br />
Anyone under the impression that the move<br />
to <strong>ecdis</strong> involves a one time ‘fit and forget’<br />
transaction could not be further from<br />
the truth, according to Andy Norris. “Ecdis must<br />
operate with ENC data prepared to International<br />
Hydrographic Organisation (IHO) standards. These<br />
standards can be subject to changes which in turn<br />
require updates to <strong>ecdis</strong> software in order for it to<br />
continue to function correctly.<br />
“Some older systems may still be unable to<br />
display archipelagic sea lanes and particularly<br />
sensitive sea areas because the IMO requirement to<br />
do so was introduced after they came into service.”<br />
In fact this change in standards served to highlight<br />
the problem and in consequence IMO issued a<br />
safety of navigation circular (SN1/circ 266) requiring<br />
manufacturers to provide a mechanism to ensure<br />
that their software maintenance arrangements are<br />
adequate. Not surprisingly, this requirement was<br />
incorporated in the latest, 2008 version of the type<br />
approval standards.<br />
Furthermore, the circular leaves no doubt about the<br />
legal importance of the matter, noting that if an <strong>ecdis</strong><br />
is not updated for the latest version<br />
of the IHO standards, it may not meet<br />
the Solas chart carriage requirements.<br />
“This functionality will certainly be<br />
put to the test in a few years time with<br />
the eventual introduction of the new<br />
IHO data standard S-101, planned to<br />
replace the existing S-57 standard. In<br />
addition to delivering a major revision<br />
to existing <strong>ecdis</strong> software it could<br />
well find some systems insufficiently<br />
powerful to run the upgrade in a<br />
satisfactory manner.”<br />
While he appreciates and supports<br />
Dr Andy Norris: <strong>ecdis</strong> equipment<br />
must be able to accommodate<br />
amendments to standards<br />
the need for continued compliance, Dr Norris says he<br />
can see it leading to problems. “Consider the situation<br />
if a software upgrade cannot effectively be handled<br />
by the existing hardware. This is something we are<br />
all familiar with in our offices and homes, but for<br />
onboard safety critical equipment it is a more serious<br />
matter. Will it be necessary to buy a new <strong>ecdis</strong> or will<br />
it be possible to replace the outdated and inadequate<br />
internal hardware?<br />
“Neither solution is easy or cheap, and you<br />
would need to consider whether upgrading internal<br />
hardware may lead to issues with continuity of your<br />
equipment’s type approval. Even so, the type approval<br />
issues are unlikely to be insurmountable and this<br />
approach could deliver a cost effective means of<br />
extending a unit’s useful life.”<br />
While shipowners can do their best to future-proof<br />
by sourcing well specified systems, that can only help<br />
to a limited extent and the expense and logistical<br />
challenges of an unforeseen fleet refit or upgrade<br />
would be unwelcome at the very least. Furthermore,<br />
a difficult situation would arise if the manufacturer of<br />
your <strong>ecdis</strong> equipment went out of business. Deprived<br />
of support and upgrades, your expensive investment<br />
could quickly become unviable.<br />
One way of addressing such problems, suggests<br />
Dr Norris, would be to move to a business model<br />
in which shipping companies lease their <strong>ecdis</strong><br />
hardware, rather than purchasing it outright as is<br />
generally the case at present. “That way all hardware<br />
and software upgrades remain<br />
the responsibility of the supplier<br />
and come as part of the package,<br />
removing the danger of unexpected,<br />
unplanned costs. What’s more, a<br />
well organised leasing company<br />
should be able plan and manage<br />
upgrade activity in such a way as<br />
to incur the minimum of shipboard<br />
disruption.” ECDIS<br />
Dr Andy Norris is the author of<br />
Ecdis and Positioning, published<br />
by the Nautical Institute<br />
8 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
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training<br />
Type-specific training is<br />
still a tricky problem<br />
Training guidance has been<br />
published by the UK´s Maritime and<br />
Coastguard Agency<br />
Marine information note (MIN) 405,<br />
published by the UK’s MCA, sets out<br />
to clarify acceptable forms and levels of<br />
<strong>ecdis</strong> training for personnel on UK-flagged vessels<br />
which have <strong>ecdis</strong> as their primary means of<br />
navigation. It makes no reference to <strong>ecdis</strong> training<br />
for pilots, but you can find information on that<br />
subject on page 24 of this guide.<br />
The master and all navigational officers of<br />
such UK-flagged vessels are required to have<br />
completed both generic and ship-specific<br />
equipment <strong>ecdis</strong> training. Generic training is<br />
fairly straightforward as it must be delivered via<br />
an officially approved method.<br />
Completion of any one of the following,<br />
together with reference to MIN 405, should satisfy<br />
port state control officers that the holder meets<br />
the required <strong>ecdis</strong> generic training requirements:<br />
<br />
course (operational or management) completed<br />
after 1 January 2005<br />
<br />
<br />
(second – 2004 – or subsequent edition)<br />
<br />
<strong>ecdis</strong> course 1.27, approved by the MCA<br />
<br />
<strong>ecdis</strong> course 1.27, approved by the maritime<br />
administration of an EU member state.<br />
MCA says <strong>ecdis</strong> ship-specific equipment training<br />
should relate to the <strong>ecdis</strong> equipment actually fitted<br />
to a ship, so it will be necessary to undertake such<br />
training for each different system an individual is<br />
required to operate.<br />
This training should build on the MCA-approved<br />
MIN 405 will apply to training for the Sperry Marine<br />
bridge system on UK-flagged ropax, Spirit of Britain<br />
generic training. It should be delivered by the<br />
equipment manufacturer, its approved agent or a<br />
trainer who has attended such a programme. Trickle<br />
down training, one officer training another and so on,<br />
is not acceptable because it results in an incomplete<br />
transfer of knowledge of the equipment’s capabilities.<br />
There is no MCA approval system for shipspecific<br />
equipment training and MIN 405 does<br />
not specify exactly how it should be delivered. It<br />
appears to be up to manufacturers and trainers<br />
to develop solutions, which could include CBT or<br />
onboard training, and demonstrate that they are<br />
fit for purpose. This still leaves matters less than<br />
perfectly clear for UK shipowners seeking to employ<br />
<strong>ecdis</strong> as the primary means of navigation.<br />
Paul Hailwood, director, Hailwood Consultancy,<br />
has particular expertise in assisting shipping<br />
companies with the transition to <strong>ecdis</strong> and<br />
integrated navigation systems. He says, “I believe<br />
that type-specific training should be approved by the<br />
manufacturer. Taking the example of a UK-flagged<br />
ship; when the shipowner approaches the MCA to<br />
discuss an application to operate with <strong>ecdis</strong> as the<br />
primary means of navigation, I would expect the<br />
shipowner to identify type-specific training for each<br />
officer with a signed and approved certificate from<br />
the <strong>ecdis</strong> manufacturer. This is significantly different<br />
from onboard ‘familiarisation’ training conducted<br />
between the officers.” ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 11
training<br />
Arklow’s fleet features 18 fully <strong>ecdis</strong> compliant vessels<br />
Early adoption increases<br />
safety and efficiency<br />
A forward looking shipping company<br />
reaps the benefits of its voluntary<br />
<strong>ecdis</strong> roll-out<br />
In terms of its attitude to <strong>ecdis</strong>, Arklow Shipping<br />
demonstrates an unusually pro-active approach.<br />
Founded in 1966, the company has built up a<br />
fleet of modern single deck, box hold, and container<br />
fitted general cargo vessels ideally suited for the<br />
carriage of fertilisers, grain, steel, aggregates, china<br />
clay, wood pulp, coal and chemicals, among others.<br />
Currently the fleet of 41 vessels, ranging from<br />
3,000 to 14,500 dwt, operates mainly within northern<br />
Europe but the company is gearing up to trade<br />
further afield.<br />
What sets Arklow apart from the herd is that<br />
although none of its vessels fall under the scope<br />
of mandatory <strong>ecdis</strong> carriage, it already has 18 fully<br />
<strong>ecdis</strong> compliant vessels sailing without a full folio<br />
of paper charts and the intention is to add five more<br />
<strong>ecdis</strong> equipped vessels during 2011.<br />
Arklow’s marine superintendent, David Elliot,<br />
says there are good strategic and practical reasons<br />
for adopting this policy.<br />
“In 2004 the company embarked on a<br />
newbuilding programme, intended both to replace<br />
older tonnage and also to increase the size of<br />
the fleet. Our owners wanted the newbuildings<br />
equipped to meet regulatory requirements up to<br />
2020. E-navigation and <strong>ecdis</strong> were factored in as<br />
likely future requirements.<br />
“On the practical side, manning levels in our fleet<br />
range between seven and 10 crew and our vessels<br />
average between four and five cargoes per month.<br />
Our crews deal with a high workload and meeting<br />
the ILO hours of rest requirements is a major<br />
exercise in time management. We recognise the<br />
value of technology that can reduce that workload<br />
while delivering enhanced navigational safety.”<br />
Capt Elliot acknowledges that the manageable<br />
size and nature of the company and the stability of<br />
its personnel act in its favour when implementing<br />
<strong>ecdis</strong>, particularly in the vital matter of delivering<br />
effective training.<br />
“Training is crucial, not just for the crew but also<br />
for relevant members of the management structure<br />
ashore. To achieve a smooth transition from paper<br />
charts to <strong>ecdis</strong> it is essential that key shore staff<br />
receive appropriate training.<br />
“The ISM code puts the responsibility on<br />
shipowners and operators to ensure that personnel<br />
are given appropriate training and familiarisation<br />
with their duties prior to sailing, while the STCW<br />
convention requires navigating officers to possess a<br />
thorough knowledge and ability to use navigational<br />
charts. That applies as much to <strong>ecdis</strong>-running<br />
12 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
ENCs as it does to paper charts.”<br />
“Initial generic training does not present any<br />
particular problems for Arklow, but it is vital<br />
that this is followed by effective type-specific<br />
training. In the early stages of the company’s<br />
<strong>ecdis</strong> implementation, type-specific training was<br />
necessarily carried out ashore, but now the policy<br />
is to provide it on board, and with good reason. To<br />
be really useful, type-specific training must include<br />
familiarisation with the actual, onboard hardware<br />
installation. All the hardware issues we have<br />
experienced have been with simple matters such<br />
as loose wires. It is important to have the practical<br />
knowledge to deal with these glitches.” Overall,<br />
he says, the system rarely fails and if it does it the<br />
problem can generally be traced to improper use.<br />
Capt Elliot says that ideally there should be<br />
common <strong>ecdis</strong> equipment across a fleet and this<br />
was one aspect of the implementation plan. In<br />
practice, and for a variety of reasons there are two<br />
systems in use but he says the crews have adapted<br />
well. Even so, the company aims to avoid chopping<br />
crews between vessels with different systems.<br />
Furthermore, crews also have to adapt to changes<br />
resulting from system software upgrades.<br />
With regards to the onboard changeover from<br />
paper to <strong>ecdis</strong>, he says it is vital to recognise<br />
and respect the different rates at which people<br />
become familiar with the technology and<br />
accept that this variation can be considerable.<br />
Thoughtful deployment of navigation officers<br />
can help with this process, which becomes easier<br />
as you approach critical mass with trained and<br />
experienced personnel.<br />
“Not surprisingly the younger ones are quicker<br />
to adapt and so we find that mixing<br />
young second mates with older<br />
masters works well. And it works<br />
both ways. While the older, sceptical<br />
masters learn to operate and<br />
appreciate the system, they pass on<br />
their innate caution to the younger<br />
personnel, teaching them to trust<br />
nothing in isolation and to check –<br />
and check again.<br />
“We do whatever is necessary<br />
to ensure that our masters are<br />
comfortable and confident with<br />
<strong>ecdis</strong>. This can involve extended<br />
Capt David Elliot: Training<br />
is crucial for crew and<br />
shore managers<br />
handovers at sea.” He says that although this<br />
inevitably eats into leave periods, dedicated staff<br />
accept the need to make this sacrifice to ensure the<br />
continued safe operation of their vessels.<br />
“Paper charts must be retained on board until<br />
everyone associated with the vessel is competent<br />
and confident with the <strong>ecdis</strong> fit. For our first <strong>ecdis</strong><br />
equipped vessel we kept paper charts on board<br />
for six months, but this has been progressively<br />
reduced and now we are down to, typically, six to<br />
eight weeks.”<br />
It doesn’t end there, because whenever a<br />
superintendent or training officer visits a vessel,<br />
the <strong>ecdis</strong> and onboard procedures are checked<br />
for proper operation. Furthermore, superintendents<br />
make ‘check voyages’ to observe the standard of<br />
navigation on board.<br />
Capt Elliot says he is well aware of reported<br />
accidents and incidents attributed wholly or in part<br />
to the use of <strong>ecdis</strong> and ECS. He says that in virtually<br />
all cases it is not the equipment but rather its<br />
improper use that resulted in bad outcomes and this<br />
just reinforces his determination to deliver proper,<br />
effective training and monitored performance.<br />
Approval of the training plan is just one aspect of<br />
the consultation process with the flag state regarding<br />
an application to sail without paper charts. There is<br />
plenty more to do including a significant revision<br />
of ISM in the light of the move from paper to <strong>ecdis</strong>,<br />
including crew familiarisation records, performing<br />
and recording of passage planning, route validation<br />
and scrutiny, the portfolio of cell licences and<br />
updating chart cells.<br />
Capt Elliot concedes that <strong>ecdis</strong> is not perfect. In<br />
particular he notes that the lack of standardisation<br />
is a particular problem when<br />
integrating a pilot into the bridge<br />
team. “Pilots cannot be expected to<br />
be familiar with all available systems,<br />
so I support the idea of a common<br />
HMI such as S-mode.”<br />
Overall he says, for Arklow<br />
Shipping, implementing and<br />
embracing <strong>ecdis</strong> has been and<br />
continues to be a very positive<br />
development. “Our crews like<br />
it, it enhances the safety of our<br />
operations, and we see genuine cost<br />
savings.” ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 13
training<br />
Research seeks to plot a<br />
course for better training<br />
Many shipowners appear to be<br />
reluctant to invest in <strong>ecdis</strong> training,<br />
according to research carried out by<br />
Capt Zakirul Bhuiyan, senior lecturer<br />
in marine simulation at Warsash<br />
Maritime Academy<br />
For all its advantages, <strong>ecdis</strong> is only as<br />
effective as its operator. IMO’s mandatory<br />
carriage requirements for <strong>ecdis</strong> have created<br />
a challenge for the shipping industry to provide<br />
good quality <strong>ecdis</strong> training in order to deliver<br />
competent operators.<br />
In view of the urgent importance of effective<br />
<strong>ecdis</strong> training, I have conducted a research project<br />
to investigate the need to improve <strong>ecdis</strong> training<br />
for merchant ship navigators. The research has two<br />
main objectives: to assess the adequacy of the <strong>ecdis</strong><br />
training currently provided, and to determine ways<br />
of improving the current <strong>ecdis</strong> training in line with<br />
future requirements.<br />
Research data was collected from a questionnaire<br />
completed by 149 serving navigating officers of<br />
various ranks attending professional courses at a<br />
maritime institute. I also used 11 structured interviews<br />
to gather the views of professionals directly or<br />
indirectly involved in deck officer training on board<br />
and ashore, including maritime college lecturers,<br />
shipping company managers and surveyors.<br />
70 per cent of responding students have used<br />
some form of electronic chart systems on board,<br />
including approved and non approved charts. Only<br />
18 per cent had sailed with <strong>ecdis</strong> as the primary<br />
means of navigation and 9 per cent were confused<br />
about the difference between <strong>ecdis</strong> and ECS.<br />
65 per cent of the participants had received<br />
some form of <strong>ecdis</strong> training, but the results indicate<br />
interesting views as to how and why it was<br />
provided. When joining vessels equipped with <strong>ecdis</strong><br />
Capt Zakirul Bhuiyan: not all training providers follow<br />
the suggested length of the IMO model course<br />
for the first time, 52 per cent said they had picked<br />
up the training on board after joining the vessel (ie,<br />
essentially unstructured, on-the-job).<br />
33 per cent of the generic training holders had<br />
received this training as a part of their certificate of<br />
competency, although at the time of survey, it was<br />
not a direct requirement of the STCW 95 code (the<br />
Manila amendments to the STCW convention and<br />
code will change this situation).<br />
25 per cent received training from the <strong>ecdis</strong><br />
operator course, normally following the IMO model<br />
course. 24 per cent received training in accordance<br />
with the requirements of their company’s ISM<br />
code. 47 per cent of students said their training was<br />
approved by the administration, 21 per cent said it<br />
was not, while 32 per cent were not sure about the<br />
status of their training.<br />
The research showed that the suggested length<br />
of the IMO model course is not always followed<br />
by training providers, while equipment-specific<br />
training lacks guidelines or regulations and there is<br />
no regulatory body to draw guidelines on the typespecific<br />
training performance standards.<br />
14 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
There is no harmonised training available<br />
worldwide with different countries carrying out<br />
training using their own interpretation of the<br />
requirements. Although the duration of the IMO<br />
recommended model course 1.27 is 40 hours, in<br />
practice most of the current <strong>ecdis</strong> courses include<br />
only 20 to 24 hours of training, in order to reduce<br />
the costs. Research also shows that the courses are<br />
normally poorly defined with no consideration for<br />
the definition of the appropriate equipment.<br />
When students were asked for suggestions, 42<br />
per cent of them stated that the practical part of the<br />
training should be extended in the course and 30<br />
per cent felt the familiarisation of the equipment<br />
needs more time. Encouragingly, 79 per cent believe<br />
all deck officers should get proper training before<br />
serving on a paperless ship and 77 per cent said<br />
more training is essential to become competent and<br />
confident to serve on a paperless vessel.<br />
Regarding students’ practical onboard<br />
experience, 42 per cent commented that <strong>ecdis</strong><br />
often or always causes information overload. This<br />
overload on operators is quite alarming, as <strong>ecdis</strong><br />
should be used for the best information display. This<br />
can only be achieved when the <strong>ecdis</strong> settings are<br />
properly configured.<br />
When using <strong>ecdis</strong>, navigators should be able to<br />
recognise the optimised navigational information<br />
required in any situation including effective<br />
management of the alarm system, safety settings<br />
and integrity of the system.<br />
About 70 per cent of participants had very poor<br />
understanding of <strong>ecdis</strong> back up arrangements, even<br />
though its role should be defined very clearly in the<br />
safety management system (SMS). When questioned<br />
further, 78 per cent commented that risk assessment<br />
was not included in the training courses they had<br />
undertaken. About 46 per cent of students said<br />
that <strong>ecdis</strong> alarm management was not included in<br />
their training.<br />
88 per cent agreed or strongly agreed that over<br />
reliance on <strong>ecdis</strong> has contributed to some recent<br />
marine accidents. Furthermore, <strong>ecdis</strong> can become<br />
more of a liability than a benefit if watch officers are<br />
unfamiliar with the systems in use, or are confused<br />
by the information presented.<br />
The survey indicated that operational guidance<br />
on <strong>ecdis</strong> was provided on 91 per cent of the<br />
participants’ vessels, which shows a positive<br />
attitude to safety management. However, the actual<br />
effectiveness of these guidelines is an area which<br />
requires further study.<br />
On the subject of <strong>ecdis</strong> and GPS, 86 per cent<br />
of survey participants said that GPS can be relied<br />
upon, indicating that <strong>ecdis</strong> users are confident<br />
about the reliability of GPS. But this result also<br />
demonstrates that in many cases mariners have not<br />
been made fully aware of the dangers of placing<br />
total and absolute reliance on GPS for the safe<br />
navigation of their vessels. GPS is not infallible; it<br />
is susceptible to interference and loss of accuracy<br />
(for example in piracy areas). It is quite possible for<br />
large errors caused by an unhealthy satellite to go<br />
undetected for many hours which may be further<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 15
training<br />
A bridge simulator is a valuable <strong>ecdis</strong> training tool<br />
aggravated by jamming and spoofing.<br />
The transition from paper chart navigation to<br />
paperless <strong>ecdis</strong> navigation will require emphasis<br />
throughout an officer’s training period. A full<br />
integration of <strong>ecdis</strong> training is needed within the<br />
professional certificate structure. Organisational<br />
policy should establish the training standards with<br />
which ship’s officers must comply. A risk assessment<br />
procedure including ‘what if’ type questions and<br />
quality control guidelines should be available on<br />
board and ashore for each ship. It is essential that<br />
masters, navigating officers and shipowners raise<br />
their level of <strong>ecdis</strong> awareness.<br />
It is evident from the research that all training<br />
professionals agree on the need to incorporate<br />
detailed assessment procedures in the training to<br />
determine whether a certificate can be awarded.<br />
78 per cent of participants believe that <strong>ecdis</strong><br />
training should be a part of continuous professional<br />
development, although some of the interviewees<br />
argued that if officers are continuously using <strong>ecdis</strong><br />
they do not require refresher courses and navigators<br />
learn more from practical experience with the<br />
equipment than they do in college.<br />
The speed at which modern technology is<br />
developing may mean that those who have not<br />
attended an academic training course in, say, the<br />
past 5 years, ought to receive refresher training on<br />
all modern equipment, including <strong>ecdis</strong>. More to the<br />
point, <strong>ecdis</strong> trainers should themselves be required<br />
to attend refresher courses at least every 5 years in<br />
order to maintain up-to-date knowledge and ensure<br />
that they are complying with the legal aspects and<br />
the implementation of the appropriate standards.<br />
Regarding <strong>ecdis</strong> equipment itself, 85 per cent<br />
of students and the majority of interviewees are in<br />
favour of a harmonised approach from the different<br />
manufacturers. With so many makes and models<br />
available, generic training can only advise students<br />
of the functions available and that somewhere in the<br />
menu system those functions can be found. Without<br />
some form of harmonisation, officers will need to<br />
top up with type-specific training throughout their<br />
careers as they change between vessels fitted with<br />
different systems.<br />
In my opinion, the best option for addressing this<br />
problem is the idea of ‘Standard mode’ on every bridge<br />
in the future. When it is pressed each component<br />
would return to a default display with which every<br />
operator is familiar. The whole concept of developing<br />
S-mode is to produce a common recognisable set of<br />
controls. The first stage in the development will be<br />
an initial study of user requirements, followed by the<br />
creation of a few working models for simulator trials<br />
around the world involving practicing mariners.<br />
Such harmonisation will be an advantage for<br />
pilots and navigators changing ship or company.<br />
Furthermore, it might concentrate innovation on the<br />
needs and capabilities of the <strong>ecdis</strong> operators and make<br />
new technology solutions more user-friendly. A regular<br />
review of harmonisation standards should ensure that<br />
the latest innovations are taken into account.<br />
Many shipowners appear to be reluctant to<br />
invest in training, adopting the attitude that the<br />
navigators will be trained by using the equipment.<br />
This is unsatisfactory and grossly inadequate. The<br />
additional expenses of travel, accommodation and<br />
the attendees’ unavailability for work are a major<br />
drawback for many ship operators. Due to the<br />
officer shortage, promotion occurs more quickly;<br />
16 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
less experienced officers tend to make more mistakes<br />
causing more hazardous situations. Onboard officers<br />
retention rates are in decline in many companies, as<br />
manning agents are engaged in ‘wage warfare’ in an<br />
attempt to lure officers.<br />
However, adequate training prevents incidents<br />
and accidents and gives the crew the confidence<br />
to operate equipment competently and handle<br />
emergencies effectively. Training costs should be<br />
seen as an inescapable long-term investment that<br />
will contribute towards future profits.<br />
The absolute responsibility for enforcing the IMO<br />
<strong>ecdis</strong> carriage and training requirements will remain<br />
with the flag states. A voluntary audit system may be<br />
considered in the future, which would then provide<br />
guidelines to address the training shortcomings.<br />
In my view the governments of many developing<br />
countries often lack the resources and expertise<br />
to implement measures with the same speed as<br />
developed countries. IMO should address this<br />
imbalance by assessing the needs of countries and<br />
matching them to expertise, funding and training,<br />
which may be made available by donor countries.<br />
One of the important measures that should be<br />
considered in the future by port state control is the<br />
adoption of more focused attention during ship<br />
inspections towards the validation of <strong>ecdis</strong> training<br />
levels. The global nature of PSC is ideal for delivering<br />
TYPE OF ECDIS TRAINING RECEIVED<br />
standardisation to the process. However, the PSC<br />
officers also require proper <strong>ecdis</strong> training. Moreover,<br />
the quality of deck officers’ training should be<br />
monitored during ISM internal and external audits.<br />
Open <strong>ecdis</strong> forums such as the Nautical Institute<br />
<strong>ecdis</strong> forum are worthwhile in maintaining <strong>ecdis</strong><br />
training and knowledge and provide a valuable<br />
platform for the exchange of ideas.<br />
Finally, the research highlighted the importance<br />
of cross checking <strong>ecdis</strong> information with input from<br />
other sensors, most importantly a visual lookout,<br />
as the human eye is the most valuable tool at a<br />
navigator’s disposal. It is important to stress that <strong>ecdis</strong><br />
will be a valuable asset in assisting the navigating<br />
officer to allow more time to keep a lookout and<br />
provide improved situational awareness.<br />
The research contains an element of bias as it<br />
has been carried out at a training provider and the<br />
interviews were conducted in the UK; so it cannot<br />
be assumed that the responses would be mirrored<br />
elsewhere. This limitation is addressed by a<br />
recommendation for further research, perhaps<br />
involving sea-going deck officers internationally.<br />
Moreover, a qualitative study of the new<br />
proposed IMO <strong>ecdis</strong> model course is vital to<br />
harmonise training. This will help to achieve an<br />
improved and universally acceptable <strong>ecdis</strong> training<br />
structure. ECDIS<br />
40%<br />
35%<br />
ECDIS training received<br />
percentage of resposes<br />
30%<br />
25%<br />
20%<br />
15%<br />
10%<br />
5%<br />
0%<br />
Part of CoC<br />
ECDIS<br />
operator<br />
training<br />
flagstate<br />
requirement<br />
by<br />
manufacturer<br />
company<br />
requirement<br />
other<br />
generic training<br />
equipment specific<br />
32%<br />
25%<br />
16%<br />
6%<br />
24%<br />
13%<br />
36% 26%<br />
22%<br />
Results from a recent survey conducted by Warsash<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 17
<strong>ecdis</strong> in action<br />
Companies must take<br />
<strong>ecdis</strong> seriously<br />
Karen Kruse, marine superintendent<br />
with Nordic Tankers, offers valuable<br />
advice based on the implementation<br />
of <strong>ecdis</strong> across a large tanker fleet<br />
Ecdis is here to stay, despite gaps and<br />
flaws in the IMO standards, flag state<br />
requirements, the equipment itself and<br />
training arrangements. Companies must take the<br />
matter seriously and identify and address these<br />
shortcomings in creating usable fleet solutions to<br />
reduce the risks as far as reasonably practicable.<br />
There is no simple way to achieve this; the task<br />
will be dynamic and never-ending as equipment<br />
and rules develop and change, but when the basics<br />
are in place, building on top and revising procedures<br />
will be much easier.<br />
In my opinion, the three most hazardous<br />
shortcomings of the IMO standards relate to<br />
essential sensor inputs, safety parameter settings<br />
and safety contour settings. The IMO standard only<br />
requires that <strong>ecdis</strong> should be connected to systems<br />
providing continuous position-fixing, heading and<br />
speed information. All other sensor inputs/layers<br />
are optional.<br />
I highly recommend that the radar overlay<br />
should be provided, not least because it provides<br />
an independent means of checking the <strong>ecdis</strong><br />
when sailing in coastal areas. If the GPS signal or<br />
input fails it will be quickly detected by the user,<br />
independently of any alarm generated. However, it<br />
must be ensured that the same conning position is<br />
used for both <strong>ecdis</strong> and radar setup otherwise the<br />
overlay could show discrepancies.<br />
I also recommend the Navtex/T&P notice<br />
overlay to ensure that the vessel can monitor<br />
all relevant Navtex/T&Ps on its route and<br />
that redundant warnings and notices will be<br />
automatically deleted.<br />
Echo sounder input allows the system to<br />
generate an alarm for the minimum depth value<br />
based on actual sounder data (minimum UKC<br />
allowed). If the echo sounder input is not supplied<br />
then the system can only give an alarm based on<br />
depths in the ENC chart.<br />
The ship’s position is invariably delivered<br />
by GPS, but whenever possible, a second<br />
independent positioning method of a different<br />
type should be provided.<br />
In the absence of two distinct position fixing<br />
systems, I recommend that two GPS units should<br />
be connected directly to both independent <strong>ecdis</strong><br />
units. The GPS signals will then show as primary/<br />
secondary position on the <strong>ecdis</strong> and the systems<br />
will be able to monitor and generate an alarm on<br />
GPS discrepancies set by the operator. Otherwise<br />
the <strong>ecdis</strong> can only give an alarm if the single GPS<br />
signal fails.<br />
I also recommend the use of the AIS overlay,<br />
although radars complying to the latest standards<br />
already have this facility. VDR must be connected<br />
to the <strong>ecdis</strong> to provide maximum functionality in<br />
the event of an incident.<br />
Nordic Tankers’ fleet uses Transas <strong>ecdis</strong> systems<br />
18 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
The serious problem with<br />
As far as practicable, install the<br />
safety parameter settings and antigrounding<br />
alarms is that there is<br />
no common terminology across the<br />
various makes of <strong>ecdis</strong>. This creates<br />
confusion in the fleet if a number of<br />
different types of <strong>ecdis</strong> are installed<br />
on various vessels. For example, the<br />
operator selected ahead and lateral<br />
same make and type of equipment<br />
across the fleet. It will then be easier<br />
and more affordable to negotiate<br />
better service agreements and<br />
create good general procedures.<br />
Ensure the <strong>ecdis</strong> can be connected<br />
to all the navigational sensors/<br />
layers you choose as a company<br />
distances required to activate<br />
standard. Investigate whether<br />
the other safety parameter/anti<br />
software upgrades will be<br />
grounding settings are variously<br />
known as safety domain, safety<br />
zone, safety frame and safety ring.<br />
Furthermore the extent to which<br />
Karen Kruse: Radar overlay<br />
should be provided<br />
developed for your equipment. A<br />
good supplier will have an annual<br />
service agreement.<br />
Ensure equipment is approved<br />
this parameter can be adjusted is not consistent<br />
between makers.<br />
Lack of consistency is also the problem when we<br />
consider the safety aspects of depth contours. Values<br />
for these can only be chosen from a limited range of<br />
depth values and they are not handled uniformly<br />
on <strong>ecdis</strong> equipment. This is important because a<br />
company needs to have a procedure covering the<br />
most critical settings such as safety depth, shallow<br />
contour, safety contour plus alarm and deep contour.<br />
After all, the whole basic ENC picture presentation<br />
is dependent on how these parameters are set up.<br />
Vessels should not be allowed to use less than a four<br />
colour display setting. This lack of flexibility and<br />
consistency can result in a confusing and unhelpful<br />
situation for vessels with marginal draughts faced<br />
with a limited choice of depth contours. These are<br />
the sort of issues that a diligent company must<br />
address when implementing <strong>ecdis</strong>.<br />
While it is impossible to create an <strong>ecdis</strong><br />
implementation checklist that fits all companies, I<br />
have made some brief suggestions that I think may<br />
help in developing a bespoke checklist for an <strong>ecdis</strong><br />
implementation programme.<br />
Form a company group with competent members<br />
who can deal with the whole implementation<br />
process so someone is responsible for all steps.<br />
Make sure both deck and technical departments<br />
are represented.<br />
Make a full ‘management of change’ plan for<br />
the whole process to risk assess the equipment,<br />
installation, sensor inputs, training and procedures.<br />
A risk assessment from the MCA can be used<br />
(detailed risk assessment – specimen).<br />
according to the IMO standards – if in doubt contact<br />
your classification society. Class needs to approve<br />
the <strong>ecdis</strong> equipment and this will be stated on<br />
the ‘cargo ship safety equipment’ certificate. Some<br />
flag states also require a special <strong>ecdis</strong> flag state<br />
certificate. Decide on the bridge layout, ensuring the<br />
master <strong>ecdis</strong> is easily accessible, close to the radars<br />
and other bridge equipment.<br />
All deck officers must attend an <strong>ecdis</strong> IMO model<br />
course before signing on. The company must also<br />
establish a training procedure for the office based<br />
supporting staff. If you can find an IMO model<br />
course that uses your supplier’s equipment then<br />
this provides both the generic <strong>ecdis</strong> course and the<br />
ship-specific course. Some suppliers provide IMO<br />
model courses, but be aware that the standard of<br />
these varies despite fulfilling the IMO requirements.<br />
Decide how you will supply type specific training.<br />
Choose how you want to receive ENCs and<br />
weekly updates. This depends on your vessels<br />
communication equipment. ENC cells are normally<br />
ordered via e-mail and updates can be sent by<br />
the chart supplier weekly via the communication<br />
system or by CD. To receive the weekly ENC updates<br />
via the communication system you normally need<br />
have some kind of software program (unless this<br />
feature is integrated in the <strong>ecdis</strong>) installed on the<br />
bridge computer connected to the communication<br />
system, which should be provided with an antivirus<br />
program.<br />
You must identify a reliable ENC chart supplier<br />
offering a 24 hour service and implement solid<br />
procedures for ENC supply and updating. Check<br />
whether the flag state has any specific requirements.<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 19
<strong>ecdis</strong> in action<br />
Currently ENC cells can be purchased in three<br />
distinct ways.<br />
These purchasing options must be evaluated to<br />
determine which is the most economic in regards<br />
to the vessels’ trading area. Once a contract is<br />
negotiated it can be difficult to change the chart<br />
system on board. Furthermore, change can create<br />
confusion on board.<br />
To avoid chart ordering failures, agree a<br />
maximum budget for each chart order before<br />
the company must be contacted. A vessel must<br />
of course never be denied any charts if it needs<br />
them. Consider your vessels’ trading areas to<br />
make sure your chosen supplier will be able meet<br />
its service obligations.<br />
Do not remove the paper charts on board<br />
before the system is completely up and running,<br />
including the software program for weekly ENC<br />
updates/ENC ordering. Before the paper charts<br />
are removed, I recommend that a company auditor<br />
goes on board to audit the navigators in the use of<br />
the <strong>ecdis</strong> system and verify that everything is<br />
working as it should.<br />
Implement <strong>ecdis</strong> as critical equipment and<br />
ensure the planned maintenance system (PMS)<br />
is updated with the manufacturer’s maintenance<br />
instructions and that these are followed. All <strong>ecdis</strong><br />
defects must be reported immediately to the<br />
company, which must have procedures to address<br />
and monitor their handling. Smaller problems<br />
with chart upload or weekly updates can be<br />
addressed directly to the chart suppliers’ help<br />
desk with the company copied in. But again the<br />
supporting office staff needs to know what they<br />
are dealing with.<br />
The company must supply an <strong>ecdis</strong> failure<br />
flow chart, which should be posted on the bridge.<br />
Normally the suppliers can provide such a<br />
chart but it probably will not be aligned with<br />
your company’s safe navigational procedures.<br />
However it can be used as a basis to create a<br />
new, better chart. It must address the actions to<br />
be taken by the company and the vessel in the<br />
event of various levels of <strong>ecdis</strong> failure including<br />
complete <strong>ecdis</strong> station failure.<br />
All navigational procedures must be reviewed<br />
and the best way to deal with this is to read<br />
the IMO performance standards and the <strong>ecdis</strong><br />
manual. Then you should be able to detect<br />
the weaknesses and flaws and identify what<br />
to include. If you were to ask me my opinion<br />
of the most vital <strong>ecdis</strong> procedures that should<br />
be addressed, this would be my list: check/<br />
use sensor inputs, safety parameters should be<br />
described and defined to company standards,<br />
check GPS discrepancies alarm and maximum<br />
company tolerance, positioning on <strong>ecdis</strong>, layers<br />
guidance (both the two SENC layers that can be<br />
changed and external layers such as Navtex/<br />
radar overlay), training, bridge familiarisation<br />
and bridge take over checklists and charts<br />
procedure. ECDIS<br />
Nordic Helsinki went paperless when it became technically managed by Nordic Tankers in September 2010<br />
20 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
One Step Ahead<br />
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www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 21
<strong>ecdis</strong> in action<br />
V.Ships’ <strong>ecdis</strong> training suite in Odessa<br />
Big is not always<br />
beautiful for <strong>ecdis</strong><br />
V.Ships’ Alasdair Ireland explains<br />
that a large organisation can gain<br />
economy of scale benefits, but not<br />
with regards to <strong>ecdis</strong><br />
The nature, scale and complexity of the task<br />
facing those responsible for implementing<br />
and managing <strong>ecdis</strong> across a fleet of ships is<br />
influenced enormously by the context in which they<br />
are operating.<br />
V.Ships is a large organisation by any standards,<br />
operating virtually every type of vessel on a global<br />
basis. Alasdair Ireland, the head of seafarer training<br />
with V.Ships Manpower Services describes the<br />
organisational infrastructure through which <strong>ecdis</strong><br />
must be handled. “We have two main types of office<br />
to manage our fleets and seafarers. In the first place<br />
there is a network of shipmanagement offices based<br />
in traditional shipmanagement centres. Each office<br />
has an MD and a structure to look after the vessels<br />
under management for specific clients. In general<br />
terms, these offices are located in similar regions to<br />
our various shipowner clients.<br />
“Reporting to a head office in Glasgow, these<br />
offices negotiate annual fees and, depending on<br />
the nature of the management agreement, they will<br />
purchase on behalf of the client but pass the costs<br />
along. Therefore we may or may not be involved in<br />
influencing or purchasing the <strong>ecdis</strong> equipment that<br />
our seafarers will be required to operate. Naturally,<br />
we would benefit from a commonality of equipment<br />
across the fleets, but in practice we inevitably have to<br />
deal with a wide range of <strong>ecdis</strong> makes and models.”<br />
While the management function may have remained<br />
rooted in some of its traditional areas, the source of<br />
V.Ships’ manpower supply has shifted dramatically.<br />
“Our manpower supply offices are based in the<br />
emerging crew supply nations, Russia, the Baltic<br />
states and the countries bordering the Black Sea,<br />
including those of the former Soviet Union, India<br />
and China. The largest is in Manila and, like the<br />
shipmanagement offices, they also report to the head<br />
office in Glasgow, but to a different chief executive,”<br />
said Mr Ireland.<br />
These offices are responsible for seafarer recruitment<br />
and mobilisation, ensuring that those nominated meet<br />
the rank, experience matrix, training and certification<br />
requirements of the receiving office and the vessel.<br />
22 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
He continued, “So through the integration of<br />
two distinct, global office networks we provide<br />
varying levels of management services for around<br />
1,000 ships, over 400 of which are under full<br />
technical management. The seafarers in our pool<br />
are not permanent employees. While this is cost<br />
effective, it is not necessarily the best way to<br />
engender long-term loyalty and it can introduce<br />
issues concerning retention.”<br />
V.Ships employs around 7,000 deck officers, and<br />
the typical contract length means that on average<br />
it arranges 25 handovers every day in a continual,<br />
year round process.<br />
“As <strong>ecdis</strong> is progressively rolled out across<br />
our fleets, voluntarily or in response to mandated<br />
carriage requirements, we have to ensure not only<br />
that officers and masters have undertaken approved<br />
generic <strong>ecdis</strong> training, but also that they receive typespecific<br />
familiarisation appropriate to the equipment<br />
fitted to their next ship.”<br />
Mr Ireland says managers and owners can have<br />
differing perspectives and while responsible owners<br />
can be persuaded to pay realistically for a quality<br />
service, there is understandable scrutiny and hard<br />
negotiation both when fees are set, and throughout the<br />
management period. Furthermore, faced with a raft of<br />
legislative pressures, it has to be accepted that <strong>ecdis</strong><br />
does not always rate very highly in many people’s<br />
perception of the most pressing issues. He says it is part<br />
of his job to try to get them to modify that viewpoint.<br />
“When, and to what extent should we invest<br />
in a training package, especially when there is no<br />
certainty that the seafarer will remain with us? We<br />
are bound to resort to a variety of solutions reflecting<br />
geographic spread, vessel type,<br />
<strong>ecdis</strong> type, trade and the likelihood<br />
of ever seeing that seafarer again.<br />
“Generic training is shore based<br />
and so it is relatively simple to<br />
schedule. However, shore-based<br />
training can only be conducted<br />
during periods of vacation between<br />
contracts, and although the seafarer<br />
receives basic pay during training,<br />
it is disruptive to his valuable time<br />
at home.”<br />
Assuring quality in shorebased<br />
training is a key concern.<br />
Mr Ireland has a pragmatic and<br />
Alasdair Ireland: the standard<br />
of accreditation imposed by flag<br />
administrations varies<br />
forthright view of the relevant issues.<br />
“The standard of accreditation imposed by flag<br />
administrations varies, just as in the quality of<br />
examinations for certificates of competency and<br />
standards in port state control.<br />
“So we cannot control the quality of external<br />
training, even though an institution may be able to<br />
offer evidence of accreditation. Based on a survey of<br />
all my training centres conducted last year, I know that<br />
all the external provision we use attests to compliance<br />
with the IMO model course, yet some courses are as<br />
short as 2.5 days, when the model suggests 40 hours<br />
over 5 days, half of which are live on a simulator.<br />
“There is a quality assurance issue implicit in<br />
reliance on external training solutions, compounded<br />
by a proliferation of external providers, some clearly<br />
jumping on the bandwagon, not all of which are able<br />
to deliver to the level we would like. In addressing<br />
this we are developing our own training capacity at<br />
our larger centres in Odessa and in Novorossiysk but<br />
the reality is that we still have to look outside for the<br />
greater part of our generic training.”<br />
Type-specific familiarisation is a different matter. It<br />
relates to the seafarer’s next vessel and that is a factor<br />
that may not be decided until relatively late in the day.<br />
With such a variety of systems across the fleet it would<br />
not be sensible, practical or cost effective to provide<br />
outsourced, shore-based training for every system.<br />
“Type-specific familiarisation has to be conducted<br />
on board, and it has to be quality assured,” said Mr<br />
Ireland. “We are working with ship superintendents<br />
in the management offices to develop our own<br />
response to this training requirement. A very solid<br />
basis for this work is the ‘familiarisation checklist’<br />
found in Dr Andy Norris’s Nautical<br />
Institute book – Integrated Bridge<br />
Systems vol 2 – Ecdis and positioning.”<br />
In summary, Mr Ireland says that<br />
the scale, variety and geographical<br />
diversity of operations mean that<br />
when it comes to <strong>ecdis</strong> training<br />
there must be a devolution of<br />
responsibility in order that local<br />
solutions can be incorporated,<br />
despite the inherent problems<br />
raised by varying standards,<br />
regional cultural practices and the<br />
necessity of delivering assured<br />
quality. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 23
perspective pilots<br />
Pilots express mixed<br />
views about <strong>ecdis</strong><br />
With upwards of 30 makes of <strong>ecdis</strong><br />
on the market, it is not feasible to<br />
undertake type-specific training for<br />
all the systems pilots may encounter<br />
Permanent team members on a paperless<br />
bridge are required, as advised in MIN<br />
405, to have undertaken type-specific <strong>ecdis</strong><br />
training or familiarisation. But what of maritime<br />
pilots – vital personnel who are effectively very<br />
temporary additions to the team?<br />
Don Cockrill is the chairman of the UK Maritime<br />
Pilots’ Association and a serving senior Thames<br />
pilot. Speaking to MEC about the pilotage issues<br />
raised by <strong>ecdis</strong>, he began by explaining the varying<br />
degrees to which pilots interact with the technology.<br />
“While a deepsea pilot will inevitably make<br />
significant use of <strong>ecdis</strong> to monitor a vessel’s<br />
progress, pilots operating in dock systems,<br />
harbours, rivers and estuarine situations will utilise<br />
their comprehensive local knowledge, primarily<br />
navigating visually but also making appropriate use<br />
of radar and, particularly in more open waters such<br />
as estuaries, <strong>ecdis</strong> systems where fitted.”<br />
Falling into the latter category, Capt Cockrill<br />
personally (like many other colleagues) takes a<br />
pro-active approach to the wide range of <strong>ecdis</strong><br />
types that he meets in the course of his work,<br />
seeking to learn as much as he can about all of<br />
them. He believes that the concept of S-mode is an<br />
excellent idea that would make life much easier for<br />
everyone, pilots in particular. He also says that he<br />
can’t envisage it being delivered in the near future<br />
by regulation in an industry-wide manner, but<br />
that smart manufacturers may see the competitive<br />
benefits of providing very simple, intuitive entry<br />
modes along with a single button escape function<br />
to return to a familiar, basic display. However, this<br />
could somewhat defeat the core standardisation<br />
Capt Don Cockrill: S-mode is an excellent idea, but<br />
won’t be mandated in the near future<br />
objectives of the concept. Of course, the IMO<br />
performance standards already state that <strong>ecdis</strong><br />
should present the standard display at any time by<br />
a single operator action.<br />
However, the button to achieve this is not in a<br />
standard location on the screen so the unfamiliar<br />
user has to hunt around the on-screen operating<br />
buttons to find it! Moreover, the standard display<br />
is very minimal, omitting many important features<br />
such as submarine cables. So the operator has to go<br />
straight back into the menu system to find and add<br />
the missing detail layers.<br />
Another observation he makes is that scrolling<br />
to look ahead on the small <strong>ecdis</strong> display is a<br />
considerable hindrance when reviewing the passage<br />
plan during the master/pilot exchange, and he<br />
says he frequently encounters problems caused by<br />
unfriendly labelling systems. This is particularly<br />
24 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
noticeable when navigators are for example,<br />
searching for a named anchorage, formerly a<br />
straightforward matter with a paper chart but now<br />
a question of locating an anchorage symbol, in itself<br />
not always so easy, and then mining deep into the<br />
menu system. He questions why a standard facility<br />
is not available to find a location simply by entering<br />
its name in a search box. He accepts that perhaps it<br />
can be done, but in his experience, no-one knows<br />
how! He recently confirmed with six experienced<br />
<strong>ecdis</strong> masters that if it exists it is a rare facility.<br />
He believes it all comes down to the fact that the<br />
underlying design of <strong>ecdis</strong> does not consider in its<br />
primary function the human factors at play when<br />
charts are actually used.<br />
Whilst <strong>ecdis</strong> delivers a continual picture of a<br />
vessel’s progress and so provides the bridge team<br />
with a means of monitoring the pilot’s actions,<br />
at the same time it compromises the concept of<br />
independent monitoring by alternative means.<br />
Furthermore, he says, <strong>ecdis</strong> itself can be distracting<br />
and can offer a sense of security that is not always<br />
justified. Perhaps even more worrying, he notes<br />
that the way in which the numerous displays are<br />
arranged on many modern bridges compromises<br />
the basic navigational facility of looking out of the<br />
window, both by providing obstructions to a clear<br />
view through windows but especially at night with<br />
their effects on night vision.<br />
In addition to operational problems and<br />
reservations, there are some complex regulatory issues<br />
in play with regard to <strong>ecdis</strong> in a pilotage context.<br />
Capt Cockrill describes how the regulatory<br />
element of training requirements is complicated by a<br />
lack of uniformity in the terms of pilots’ employment.<br />
While some pilotage authorities require pilots to<br />
hold a certificate of competence (COC) and keep it<br />
validated, others see the COC simply as an initial<br />
professional entry qualification which is not required<br />
to be maintained once the pilot is authorised.<br />
He says guidance from the MCA regarding<br />
<strong>ecdis</strong> training for pilots post July 2012 states<br />
that in order to revalidate a COC, (as explained<br />
in the recently published MIN 405) a pilot must<br />
have undertaken an STCW <strong>ecdis</strong> model course<br />
(currently 1.27) or equivalent. A pilot seeking<br />
revalidation without such training will have the<br />
COC endorsed appropriately. Pilots without a COC<br />
are advised to undertake some sort of unspecified<br />
<strong>ecdis</strong> training. The MCA sensibly acknowledges<br />
that pilots will not be required to undertake typespecific<br />
training.<br />
Pilots can, and do, circumvent the problem of<br />
unfamiliarity with <strong>ecdis</strong> systems by employing<br />
their own portable units, but as matters stand,<br />
these units do not form part of the ship’s<br />
approved navigational fit and neither can they.<br />
Capt Cockrill explains that in certain parts of the<br />
world, notably the US where portable units have<br />
been in widespread use for many years, a very<br />
pragmatic approach seems to generally prevail.<br />
The requirement is to use the best, most up-to-date<br />
information and equipment available. Failure to<br />
do so is likely to be viewed seriously, although<br />
there still seems to be plenty of potential for<br />
disagreement about what constitutes ‘best’!<br />
John Clandillon-Baker, FNI, is also a senior<br />
pilot with the Port of London Authority (PLA)<br />
and he observes a big divide in the levels of<br />
<strong>ecdis</strong> competency on the ships he attends. “In my<br />
experience, about 20 per cent of <strong>ecdis</strong>-only ships<br />
are using the equipment competently and deriving<br />
the full benefits the technology can provide and<br />
these are generally well managed cruise liners and<br />
tankers. For the remainder however, the situation is<br />
not so encouraging, particularly on smaller ships. I<br />
have encountered a number of small vessels where<br />
the officers display not only ignorance but also<br />
antipathy where <strong>ecdis</strong> is concerned. The second<br />
mate is sometimes the only person on board who<br />
Capt Clandillon-Baker: the needs of the <strong>ecdis</strong> end-user<br />
have been sidelined<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 25
perspective pilots<br />
can operate the equipment.”<br />
A combination of the variety of <strong>ecdis</strong> user<br />
interfaces he meets and the possibility that no-one<br />
on a ship may be able to help him find the specific<br />
functions he requires has meant that he has modified<br />
some aspects of his pilotage technique.<br />
He concedes that <strong>ecdis</strong> can be very helpful in<br />
specific circumstances. For example, a large scale<br />
docking display can improve situational awareness<br />
when manoeuvring, but only if you correctly<br />
interpret the information. He considers the classic<br />
ship-handling example of moving a vessel onto a<br />
berth with the bow canted across the tide towards<br />
the berth. If the speed of approach is excessive, the<br />
remedy is to reduce the angle made between the<br />
vessel and the berth/tide. With an aft-mounted<br />
GPS aerial the necessary helm movement will<br />
show that the speed of approach has increased,<br />
rather than decreased as was intended, despite<br />
improving the overall situation. Therefore, if you<br />
don’t understand the proper significance of the<br />
data provided it is easy to make incorrect and<br />
potentially dangerous interpretations.<br />
He says that the PLA is taking a pro-active<br />
approach towards generic <strong>ecdis</strong> training for its<br />
pilots, driven in equal measure by the desire to preempt<br />
regulatory requirements and to take advantage<br />
of the practical benefits it delivers. Earlier plans to<br />
provide such training in house have given way to<br />
outsourced provision.<br />
Along with his duties as a pilot, Capt Clandillon-<br />
Baker edits The Pilot, the magazine of the UK<br />
Maritime Pilots’ Association. In his editorial role he<br />
has considered <strong>ecdis</strong> in some depth and shared his<br />
findings through a series of articles.<br />
In concluding his most recent article, he says<br />
that as an overall concept, <strong>ecdis</strong> has the potential<br />
to enhance navigational safety by incorporating<br />
charting into the integrated bridge console,<br />
displaying information specifically tailored to that<br />
particular vessel’s safety parameters.<br />
Shipowners can benefit from a number of<br />
economic and administrative advantages while<br />
those on board are relieved of the tedious duties of<br />
checking and updating folios and chart correcting.<br />
The problem, he says, is that in order to please the<br />
manufacturers and to encourage them to develop<br />
the systems, the needs of the end user have been<br />
sidelined and consequently there is a bewildering<br />
Ecdis docking display<br />
number of different <strong>ecdis</strong> with a myriad of different<br />
operating systems incorporating incompatible<br />
menu systems. The situation was bad enough with<br />
radar but chartwork is so fundamental to the safety<br />
of a vessel that a comprehensive knowledge of not<br />
just the concept of the vector chart that underpins<br />
<strong>ecdis</strong>, but also the type-specific functionality, is<br />
essential. This need is only now being addressed<br />
seriously, but with so many different systems<br />
and so many navigators to be trained it is almost<br />
inevitable that there will be more incidents such<br />
as that described in the MAIB report of the CFL<br />
Performer grounding.<br />
“In my mini survey of <strong>ecdis</strong>-only ships that I<br />
have piloted, all the navigators I spoke to preferred<br />
the paper chart to <strong>ecdis</strong> and given the choice would<br />
prefer the raster chart with its familiar display to<br />
the vector chart. Even on the best-run vessels with<br />
highly trained officers I have yet to find any officer<br />
who believes that <strong>ecdis</strong> is the ultimate solution<br />
to navigation practice. However, the momentum<br />
to make <strong>ecdis</strong> compulsory has been driven by<br />
those ashore who are convinced that <strong>ecdis</strong> is<br />
the ultimate solution to navigational safety. Such<br />
a chasm between systems proponents and end<br />
users is regrettably a hallmark of the commercial<br />
maritime world.” ECDIS<br />
Capt John Clandillon-Baker’s <strong>ecdis</strong> articles are on<br />
The Pilot magazine website: www.pilotmag.co.uk<br />
The views expressed by Captains Cockrill and<br />
Clandillon-Baker are personal and not necessarily<br />
those of the UK Maritime Pilots’ Association and/<br />
or the PLA.<br />
26 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
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solutions<br />
Get the bridge crews<br />
involved in selection<br />
Suggestions and advice are often<br />
given to shipowners and operators<br />
regarding what to consider when<br />
selecting their <strong>ecdis</strong>, but little of that<br />
advice is related to the bridge crew<br />
experience of operating the system,<br />
according to Magnus Karlsson of<br />
Adveto Advanced Technology<br />
The genesis of Adveto started with its electronic<br />
route planning and voyage control system,<br />
even before there were any electronic charts<br />
available, back in the 1980s. Adveto’s focus was and<br />
is to provide the navigators with what they ask for.<br />
To do this, bridge crew have been closely involved<br />
in the development of its current Ecdis-4000 and its<br />
previous three generations of electronic navigation<br />
systems. The results are systems that incorporate<br />
Bridge of the Styrsöbolagets high speed ferry Valö,<br />
fitted with the Adveto Ecdis-4000<br />
the bridge crews’ requirements for navigation and<br />
operation, relevant functions and features, ease of<br />
use, reliability and so forth.<br />
Examples are the early implementation of AIS<br />
in 1993 when Adveto, under a contract with the<br />
Swedish Maritime Administration, provided AIS<br />
present-ation software to eight of Gothenburg ferry<br />
operator Styrsöbolaget’s vessels, and how the AIS<br />
information was presented. Other examples are the<br />
multi view functionality with up to four different<br />
views available, and different presentations of chart<br />
information, alternative routes, different scales etc<br />
are possible by just pressing a button. Advanced<br />
predictors, unlimited alternative routes, the <strong>ecdis</strong><br />
control unit and alternative night presentation<br />
(developed together with Norwegian high speed<br />
craft captains) are but a few additional examples.<br />
Ordering, downloading and updating ENCs directly<br />
from and into an <strong>ecdis</strong> over the Internet were also<br />
requirements put forward from the navigators.<br />
Numerous recommendations were given to<br />
shipowners and operators in the 2010 edition of A<br />
Complete Guide to Ecdis regarding what to consider<br />
when evaluating the different <strong>ecdis</strong> options<br />
on the market, but only one really highlighted<br />
the importance of the bridge crew experiences<br />
and knowledge. Captain Nick Dunn, managing<br />
director of HSC-M Ship Management stated, “An<br />
important consideration for HSC builders, owners<br />
and operators when selecting and installing <strong>ecdis</strong><br />
and similar equipment, is the involvement of the<br />
operating crews, as these are the people who best<br />
understand their operating conditions.”<br />
Adveto agrees with this statement and<br />
recommend those involved in the procurement<br />
process to first find out what the bridge crew value<br />
and require before looking at other important<br />
factors when choosing an <strong>ecdis</strong> system. It leaves<br />
one to ponder the question: what is the value<br />
of the popular ‘one-stop-shop’ argument if you<br />
don’t get the system you want in that shop? ECDIS<br />
28 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
solutions<br />
Ensuring the safe<br />
application of <strong>ecdis</strong><br />
“The safe and correct operation<br />
of the <strong>ecdis</strong> is vital,” says Steve<br />
Monk of Da Gama Navigation, an<br />
independent company of master<br />
mariners with a wealth of experience<br />
in advising vessels on which<br />
equipment they should fit, providing<br />
crew training and assisting in the<br />
development of risk assessments<br />
Dates are drawing ever nearer for the<br />
compulsory implementation of <strong>ecdis</strong><br />
with manufacturers devising new ways<br />
of making their equipment more attractive to the<br />
user, procurement managers becoming confused<br />
by the choices available and bridge watchkeepers<br />
endeavouring to make sense of the regulations and<br />
training requirements.<br />
Although IMO will tell you the dates for the<br />
fitting of <strong>ecdis</strong> have been known for long enough,<br />
we’re only just beginning to witness the rush to meet<br />
compliance. With this comes a steady rise in the<br />
number of training centres but with clear evidence of<br />
a distinct variation in standards with some providers<br />
claiming to be able to squeeze the official 40 hour<br />
five day IMO course model into just two or three<br />
days. Practical experience and knowledge would<br />
recommend candidates look very carefully at exactly<br />
what’s been offered and don’t just choose the shortest<br />
course, as it’s likely to be the weakest.<br />
Many believe that with a continual GPS feed, the<br />
position of the ship as shown on the electronic chart<br />
must be correct and therefore the vessel must be<br />
safe. However, all too often accident reports indicate<br />
an over-reliance on, or a failure to correctly set up<br />
the <strong>ecdis</strong> as contributing to the cause of an incident<br />
during which the bridge team had no reason to doubt<br />
they were in danger. If nothing else, operators should<br />
remember the <strong>ecdis</strong> is only an aid to navigation.<br />
Ecdis system information should be backed up by<br />
visual references<br />
Additionally, the ever increasing number of<br />
computer screens now bombarding the OOW with a<br />
wealth of information means the bridge team forget or<br />
don’t have time to do the one thing that’s likely to keep<br />
them safe – look out of the window. Da Gama is not<br />
against advances in technology and the use of <strong>ecdis</strong>,<br />
however it strongly suggests bridge teams remember<br />
the fundamentals of navigation and always question<br />
the accuracy of the <strong>ecdis</strong> by effectively trying to prove<br />
you’re not where the computer says you are. Using<br />
visual references will always help.<br />
As mentioned, a risk assessment has to be<br />
completed and submitted to flag state for approval<br />
to navigate primarily by electronic means and to that<br />
end every watchkeeper should be fully conversant<br />
with its content. They should regularly fix the ship’s<br />
position by alternative means including visual<br />
or radar to demonstrate knowledge of the <strong>ecdis</strong><br />
fallback modes and in line with most company<br />
policy, are advised to be tested annually in the<br />
safe and correct operation of the equipment by the<br />
means of external evaluators.<br />
To assist in the development of constructive<br />
feedback in the use of <strong>ecdis</strong> Da Gama requests any<br />
equipment, training or general comments are left at<br />
www.<strong>ecdis</strong>revolution.org to help promote the safety<br />
of your fellow professional mariner. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 29
solutions<br />
Ecdis Ltd’s e-Navigation Centre in Fareham, UK<br />
Ecdis Ltd offers a<br />
variety of solutions<br />
Multiple manufacturers’ equipment,<br />
a variety of training courses and<br />
industry experience are the standout<br />
qualities of UK-based Ecdis Ltd,<br />
according to Mike Pearsall, business<br />
development manager<br />
Uniquely, Ecdis Ltd provides purchasing and<br />
training solutions for 10 out of the 24 <strong>ecdis</strong><br />
systems available on the market today,<br />
including Transas, Kelvin Hughes, PC Maritime,<br />
JRC and Totem Plus. Strong partnerships with<br />
major manufacturers allow buyers to view and<br />
compare the considerable differences between this<br />
equipment, housed in a special facility located in<br />
the south of the United Kingdom. The e-Navigation<br />
Centre is home to simulators, over 15 marinised<br />
<strong>ecdis</strong> terminals and a supplementary collection of<br />
specialist electronic navigation equipment.<br />
Furthermore, the company offers a wide range<br />
of approved and bespoke courses, including MCA<br />
(static) and DNV (available globally) approved IMO<br />
1.27 generic courses, type-specific courses to satisfy<br />
ISM requirements and tailored courses for pilots,<br />
accident investigators and inspecting officers. With<br />
customers including the Port of London Authority,<br />
Swedish Accident Investigation Board and Vela<br />
Marine International, their pedigree is clear.<br />
As the only organisation that specialises solely in<br />
all things <strong>ecdis</strong>, the team of consultants and trainers<br />
are comprised solely of professional mariners trained<br />
and practised in traditional methods of navigation,<br />
but all of whom have made the seaborne transition<br />
to go digital and adopt ‘paperless’ navigation.<br />
The experience brought by such individuals<br />
remains hard to come by in an emerging world of<br />
electronic navigation, where confusion still reigns<br />
amongst many as to the legal differences between<br />
<strong>ecdis</strong> and ECS, the requirements for maintaining<br />
a system as the primary means of navigation, and<br />
how a system can be operated without a GNSS<br />
input. The latter is crucial to understand; <strong>ecdis</strong> must<br />
satisfy Solas chapter V carriage requirements for<br />
equivalency to paper charts. What you could do on<br />
a chart must be easily replicated on an <strong>ecdis</strong>.<br />
Fortunately, amendments to STCW, coupled with<br />
the recent release of training guidance documents from<br />
a number of flag state authorities (available at www.<br />
<strong>ecdis</strong>regs.com), will, believe it or not, make it easier for<br />
shipping managers to make the transition safely and<br />
more easily. Naturally, the aim is to achieve compliance<br />
with minimal cost, so getting it right in the first instance<br />
will make considerable savings down the line.<br />
Purchasing an <strong>ecdis</strong> is a major investment in terms<br />
of integration, training and future-proofing – not<br />
something you want to get wrong. Can you gauge<br />
the effectiveness of a crucial navigation aid, simply<br />
by looking at brochures? Why settle for the first<br />
system you look at? You most likely wouldn’t make<br />
a major investment such as purchasing a car without<br />
test driving a few first; <strong>ecdis</strong> needn’t be any different.<br />
Contact Ecdis Ltd today to discuss your<br />
fleet requirements and arrange your visit to the<br />
e-Navigation Centre. ECDIS<br />
30 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
solutions<br />
Benefit of experience<br />
and extensive network<br />
Japan Radio Co Ltd's (JRC)<br />
professional, multi-functional<br />
<strong>ecdis</strong> does not only meet IMO<br />
requirements, but is one of the<br />
world’s most advanced and futureproof<br />
e-charting solutions available<br />
today, says Frank van der Ham<br />
JAN-2000<br />
JAN-701B<br />
JAN-901B<br />
JRC has been involved with <strong>ecdis</strong> development<br />
for 20 years. The technology integrated<br />
in the JRC <strong>ecdis</strong> is the result of years of<br />
in-house experience. By having its <strong>ecdis</strong> designed<br />
and manufactured in house the company maximises<br />
quality assurance and is able to ensure long-term<br />
spare parts availability.<br />
Its high-end <strong>ecdis</strong> line up consists of the JAN-701B<br />
and JAN-901B, which feature 19in and 23in displays.<br />
For small ships and workboats, JRC offers the fully<br />
type approved (black box configured) JAN-2000 <strong>ecdis</strong>.<br />
All new JRC <strong>ecdis</strong> models come standard<br />
(ex-factory) with the Admiralty Vector Chart Service<br />
pre-loaded range of official global ENCs and are<br />
ready for ARCS and C-Map with e-Token driver.<br />
JRC and UKHO offer this integrated service with<br />
direct access to the UKHO portfolio of ENCs, making<br />
it easier to obtain the data required for passage<br />
planning and voyage execution.<br />
JRC <strong>ecdis</strong> incorporates two Tornado processors,<br />
which are exclusively developed and designed in<br />
house to bring a new level of performance and<br />
reliability to <strong>ecdis</strong> operation.<br />
The Tornados have the power of eight<br />
conventional processors, and allow radar overlay<br />
on the JAN-701B and JAN-901B. Priority objects on<br />
the vector charts are not hidden but overlaid on the<br />
radar image. At the same time, brilliance and clutter<br />
controls of the radar images continue to be operable.<br />
Ecdis is a total change from paper charts,<br />
therefore key to implementation is training. JRC is<br />
JRC's <strong>ecdis</strong> systems can be monitored shoreside using<br />
its remote maintenance system<br />
working together with various dedicated training<br />
establishments that provide both generic and JRC<br />
type-specific courses. JRC continues to increase<br />
Ecdis training partners globally.<br />
Also the JRC <strong>ecdis</strong> systems can directly be<br />
connected via LAN to JRC’s VDR and S-VDR. This<br />
way, you can easily backup important data, without<br />
additional interfaces.<br />
JRC has a unique remote maintenance system<br />
(RMS), which connects bridge equipment to<br />
a maintenance server so the equipment can be<br />
monitored from land. As a result, JRC has the ability<br />
to cost-effectively and accurately determine the<br />
operating status of all <strong>ecdis</strong> systems while at sea.<br />
The advanced nature of JRC’s new <strong>ecdis</strong><br />
system allows easy route planning and editing in<br />
a variety of ways, including use of the table editor.<br />
Dedicated menus assist in effective route planning.<br />
Users can import favourite or commonly used files,<br />
even from earlier <strong>ecdis</strong> models, using the industry<br />
standard CSV format.<br />
Ever since its founding, JRC has constantly<br />
worked to enhance both product sales and its<br />
after-sales field service, and that is why it is<br />
able to provide strong support. JRC has a global<br />
network that includes overseas branches, sales<br />
offices, and over 50 service agencies and 190<br />
service locations. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 31
solutions<br />
Making the move to <strong>ecdis</strong><br />
Kelvin Hughes’s EcdisPlus offering<br />
is the only complete <strong>ecdis</strong> solution,<br />
says Steve Mariner, director of<br />
business development<br />
To use <strong>ecdis</strong> for primary navigation –<br />
whether by choice or in response to the<br />
mandatory carriage schedule – a number<br />
of requirements have to be met to ensure that<br />
the vessel can be operated safely. Solas requires<br />
all ships to carry nautical charts and nautical<br />
publications to plan and display the ship’s route<br />
for the intended voyage and to plot and monitor<br />
positions throughout the voyage.<br />
Flag states do not have a uniform approach to<br />
<strong>ecdis</strong> approval with governments differing in two<br />
main areas: firstly, whether an <strong>ecdis</strong> using ENCs<br />
can in fact qualify as a ships’ primary system<br />
for navigation, and secondly, what constitutes<br />
acceptable back-up arrangements.<br />
Furthermore, training requirements can vary,<br />
meaning that it is important to contact the vessel’s<br />
flag state authority at an early stage to ensure that<br />
its specific requirements are understood and to<br />
confirm that the equipment intended for installation<br />
is acceptable.<br />
Kelvin Hughes’ EcdisPlus is a turnkey package<br />
that can be tailored to individual requirements. It can<br />
range from the supply of <strong>ecdis</strong> hardware through<br />
to a complete package including data, training,<br />
an update service and of course the management<br />
of paper charts and digital licenses as required.<br />
EcdisPlus can take a single ship or an entire fleet<br />
through the <strong>ecdis</strong> approval process, including<br />
managing the flag state certification procedure and<br />
implementation of a data management process.<br />
With over 30 manufacturers currently<br />
offering <strong>ecdis</strong> products, the choice of hardware<br />
is important. It is necessary to consider the scope<br />
and effectiveness of the through-life support that<br />
is likely to be available and it makes sense to equip<br />
a fleet with identical systems so that personnel<br />
can move easily between vessels. Kelvin Hughes’<br />
Kelvin Hughes’ MantaDigital <strong>ecdis</strong> hardware uses a<br />
three-button and trackerball interface<br />
MantaDigital <strong>ecdis</strong> hardware is designed for easy,<br />
intuitive operation and uses the successful threebutton<br />
and trackerball human/machine interface<br />
that has been employed in Kelvin Hughes’ products<br />
for over 10 years.<br />
A single ENC supply source is often the best<br />
solution for most vessels. Kelvin Hughes can<br />
provide the most cost-effective data from a variety<br />
of ENC vendors including AVCS from the UKHO<br />
and ENCs from Primar and Jeppesen.<br />
Kelvin Hughes can provide expert advice and<br />
practical, cost effective solutions with regards to<br />
<strong>ecdis</strong> backup. Paper chart and publications supply<br />
and management are offered alongside <strong>ecdis</strong>.<br />
The company also offers five-day training<br />
courses based on the IMO 1.27 course model at<br />
facilities in the UK, Egypt and Singapore. If a<br />
student subsequently sails on a ship equipped with<br />
a Kelvin Hughes <strong>ecdis</strong>, this course also fulfils any<br />
requirement for type-specific <strong>ecdis</strong> training.<br />
Solas requires that all charts used for navigation<br />
be corrected weekly. The ChartCo package provides<br />
direct updates to ships at sea via the Internet, e-mail<br />
or satellite broadcast. This service covers both paper<br />
and electronic data and ensures that vessels have<br />
the appropriate charts in their outfits and are kept<br />
up to date.<br />
EcdisPlus is a global service able to manage both<br />
equipment and data to ensure that your vessels are<br />
always kept legal and safe. ECDIS<br />
32 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
solutions<br />
Port delays and carbon<br />
footprints minimised<br />
Maris has launched ‘Zero downtime<br />
Ecdis’, a new product support<br />
service devised to ensure that,<br />
once mandatory, <strong>ecdis</strong> systems are<br />
available at all times<br />
While some shipowners intend to back up<br />
<strong>ecdis</strong> with up-to-date traditional paper<br />
charts, many have accepted that it will<br />
be necessary to install dual systems for back up,<br />
in case one <strong>ecdis</strong> fails. However, to be allowed to<br />
sail in the event of such a failure, even a shipowner<br />
pursuing a policy of <strong>ecdis</strong> redundancy will have to<br />
keep up-to-date paper charts in reserve.<br />
One leading member of the International<br />
Association of Classification Societies said, “It is<br />
important that the ship takes all reasonable steps<br />
to repair broken equipment at the first opportunity<br />
or port. However, in some ports, the ship may be<br />
unreasonably delayed waiting for spares or service.”<br />
According to Solas V/22, 16.2, while malfunctions<br />
will not necessarily make the ship<br />
unseaworthy or provide a reason<br />
for delaying the ship in ports where<br />
repair facilities are not readily<br />
available, suitable arrangements<br />
must be “made by the master to<br />
take the inoperative equipment<br />
or unavailable information into<br />
account in planning and executing<br />
a safe voyage to a port where<br />
repairs can take place”.<br />
The leading class body<br />
commented, “In such cases, a<br />
master may request class/flag for<br />
permission to sail eg, to the next<br />
port for repair, perhaps carrying<br />
some extra paper chart if requested<br />
by the flag. Our experience is<br />
‘Zero downtime Ecdis’ involves<br />
supplying three Maris <strong>ecdis</strong> units<br />
that the various flag states handle such requests<br />
somewhat differently.”<br />
The ‘Zero downtime Ecdis’ concept from Maris<br />
has been devised to avoid potential delays. It<br />
consists of the offer of a ‘hot or cold spare’ third<br />
<strong>ecdis</strong> delivered direct to the ship so that it can<br />
always proceed to the next port of call, even if up-todate<br />
paper charts are not available. The defective<br />
unit can then be shipped to the manufacturer at the<br />
shipowner’s convenience for repair.<br />
Available via subscription, the new service was<br />
part of the supplier’s campaign to support customers,<br />
and the phase-in of mandatory <strong>ecdis</strong>, said Steinar<br />
Gundersen, Maris deputy chief executive (corporate).<br />
“The third <strong>ecdis</strong> can either be installed as a ‘hot spare’<br />
online with the dual <strong>ecdis</strong> systems or as a ‘cold spare’<br />
supplied as a plug-in unit, which the crew can install.<br />
In the case of a cold spare it will come complete<br />
with application software, updating all application<br />
software, settings and electronic charts and will<br />
be self-configured to the exact settings of the ship,<br />
drawing on the ship’s remaining <strong>ecdis</strong>.”<br />
Mr Gundersen said that the remaining <strong>ecdis</strong><br />
could then be packed away and<br />
returned to Maris before going to<br />
a warehouse as a reconditioned<br />
unit to be sent to a new customer<br />
with a similar subscription and<br />
the need for a replacement unit.<br />
He said that ‘Zero downtime<br />
Ecdis’ service would do away<br />
with the need for service engineers<br />
to fly all over the world to<br />
rendezvous with vessels in port.<br />
“The potential for delays will be<br />
eradicated, but this will also mean<br />
that our engineers minimise their<br />
carbon footprint. Maris places a<br />
high priority on both service and<br />
the environmental impact our<br />
services make.” ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 33
solutions<br />
How to make <strong>ecdis</strong><br />
fitting a success<br />
Raytheon Anschütz <strong>ecdis</strong> offers<br />
intelligent features in particular for<br />
retrofit installations that outrun the<br />
basic functions, says communications<br />
marketing manager, Martin Richter<br />
A<br />
modern <strong>ecdis</strong> offers helpful functions and<br />
information for planning and monitoring<br />
routes, aimed at increasing safety at sea.<br />
Many older vessels do have already some kind of<br />
‘electronic chart’; however, most of this equipment<br />
is not compliant with the upcoming equipment<br />
carriage requirements.<br />
Shipping companies are now facing the challenge<br />
of deciding on an <strong>ecdis</strong> solution which will keep<br />
its promises when installed on board. Andreas<br />
Lentfer, business development director at Raytheon<br />
Anschütz, says, “As we remember from the GMDSS<br />
retrofitting and the AIS retrofitting, a lot of new<br />
companies join the maritime world, promise a<br />
lot and then disappear again quickly. Shipowners<br />
definitely need guidance to find the best and most<br />
economic but reliable solution for each individual<br />
ship.” Shipowners also can decide to install two<br />
<strong>ecdis</strong> units (double <strong>ecdis</strong>).<br />
Modern <strong>ecdis</strong> display data from navigation<br />
sensors on board, integrate AIS targets, make tidal<br />
predictions, feature several mariner’s tools and<br />
provide a 24-hour log of data. However, usability<br />
is most critical for the installation of a new <strong>ecdis</strong> on<br />
board. Therefore, a well defined system layout with<br />
integrated help functions as well as shortcuts to the<br />
most important functions is essential for the success<br />
of <strong>ecdis</strong> installations.<br />
“The comprehensible and easy handling of the<br />
Raytheon Anschütz <strong>ecdis</strong> is supported by the use<br />
of the well-known menu structure of windows<br />
applications and comfortable server functionalities.<br />
For retrofit, the <strong>ecdis</strong> offers further interesting<br />
The Anschütz NautoPilot 2000 series features a<br />
certified track control system<br />
features,” said Mr Lentfer.<br />
Work and time can be saved by taking advantage<br />
of the NSC <strong>ecdis</strong> online updating service. Connected<br />
to the ship’s broadband, the chart update will only<br />
take two minutes.<br />
The <strong>ecdis</strong> can process three chart standards (ENC,<br />
C-Map and BA-ARCS). In double <strong>ecdis</strong> installations,<br />
all routes and charts are duplicated automatically. The<br />
automatic route planning reduces workload and saves<br />
time. It needs just a few clicks to plan a safe route. Of<br />
course, individual settings can always be included.<br />
Current Navtex messages can be displayed on<br />
the <strong>ecdis</strong> screen. Message printing is possible, thus<br />
separate Navtex printers are no longer needed.<br />
Another benefit for all ships with an Anschütz<br />
autopilot is addressed by Mr Lentfer, “For vessels that<br />
already have installed the Anschütz NautoPilot 2000<br />
series, the installation of an <strong>ecdis</strong> offers the outstanding<br />
benefit of having a certified track control system, which<br />
is able to guide a ship fully automatically along a track<br />
with an accuracy of 25m.” At Raytheon Anschütz<br />
several years of experience with the adaptive autopilots<br />
of the NautoPilot 2000 series have shown that this<br />
accuracy is maintained not only on straight route<br />
sections, but also during track change. Track control<br />
proceeds independently while the officer on duty can<br />
concentrate fully on the traffic. ECDIS<br />
34 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
solutions<br />
One-stop-shop to meet<br />
<strong>ecdis</strong> requirements<br />
SCD (Charts and Publications)’<br />
John Foord details how the<br />
company provides hardware,<br />
software and training<br />
Ecdis represents the most significant change to<br />
basic navigation in memory, yet many are still<br />
unprepared or misinformed. SCD has been<br />
spreading the gospel for some time and has found<br />
many ship owners/operators have yet to make plans,<br />
whilst others are unaware of the full <strong>ecdis</strong> picture.<br />
Some still confuse them with electronic navigation<br />
systems, feeling they are compliant. To be certified,<br />
the system must have three key elements: typeapproved<br />
software, type-approved hardware and<br />
type-approved digital charts. Owners must also have<br />
crew who are certified and trained in both ‘generic’<br />
and ‘type-specific’ courses.<br />
SCD has put together the complete <strong>ecdis</strong> service,<br />
demonstrating the system, explaining the regulatory<br />
requirements, fitting the systems, training the users<br />
(both generic and type-specific), supplying the digital<br />
charts, and very importantly, providing a full back up<br />
Components are provided separately for the<br />
Navmaster 800 to enable flexible installation<br />
service including a 24/7 helpline.<br />
The firm’s most popular system is the Navmaster<br />
which offers the very latest in <strong>ecdis</strong> technology<br />
and now comes in two model varieties. One is<br />
the Navmaster 800 with a 24in screen where the<br />
components are provided separately (including<br />
screen, rack and keyboard) to allow ultimate<br />
flexibility when fitting to any bridge to suit individual<br />
requirements, particularly useful for retrofitting. The<br />
new Navmaster 1000 comes as a single more compact<br />
unit with a 21in screen.<br />
Despite the fact that in annual terms, the cost of<br />
an <strong>ecdis</strong> and the digital charts represents a very tiny<br />
proportion of vessel running costs, many owners<br />
are holding back on investment until the stipulated<br />
deadlines. However they are missing out on the<br />
obvious benefits that persuaded IMO to make them<br />
mandatory. With this in mind SCD has devised an<br />
alternative payment option allowing owners to take<br />
up its rent/purchase scheme, which assists vessels<br />
managers to stay within restricted monthly budgets.<br />
These start from as little as US$629 per month which<br />
includes the equipment, support and ENCs.<br />
As the roll out period nears there will be a<br />
vast number of seafarers to be trained and current<br />
facilities may not meet that demand. To this end<br />
SCD has recently fitted Lowestoft College with the<br />
Navmaster software, to enable the facility to deliver<br />
both generic and type-specific approved courses.<br />
The company also has an agreement for Ecdis<br />
Ltd to provide bespoke training to shipowner’s<br />
requirements, particularly the larger fleet operators<br />
who have their own training establishments.<br />
SCD, now part of the Gardline Group, is an<br />
Admiralty International Agent of many years<br />
standing. It fully understands a vessel’s operational<br />
requirements and the need to be flexible and to react<br />
at short notice. The company is proud to provide this<br />
‘Fairway Scheme’ to vessels on a global basis, a costeffective<br />
solution for maintaining safe navigation<br />
and compliance with regulatory authorities. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 35
solutions<br />
First product-specific<br />
<strong>ecdis</strong> training module<br />
Training company Seagull and<br />
electronic navigation specialist<br />
Maris have reached an agreement to<br />
develop a comprehensive productspecific<br />
computer-based training<br />
<strong>ecdis</strong> module<br />
Approved by a number of flag states,<br />
Seagull’s existing <strong>ecdis</strong> onboard training<br />
course includes training in the use of <strong>ecdis</strong>,<br />
chart projections, chart accuracy, chart types, chart<br />
datum, chart updating, sensor inputs and control,<br />
alarm and warning strategies, radar and ARPA<br />
information on <strong>ecdis</strong>, and route planning.<br />
Under a new agreement with Maris, Seagull will<br />
re-design the Maris Ecdis900 Application Trainer to<br />
be included in the Seagull library of CBT-modules as<br />
‘product specific training’ to meet the latest revisions<br />
to the STCW convention, working on Seagull’s<br />
existing CBT-based training administrator.<br />
Seagull managing director, Roger Ringstad, said<br />
that the need for product-specific <strong>ecdis</strong> training was<br />
becoming clear. “Used by qualified navigators these<br />
systems increase the safety of navigation. However<br />
in the hands of unqualified operators they may<br />
contribute to misunderstandings and<br />
even accidents. Understanding the<br />
philosophy, limitations and features<br />
of <strong>ecdis</strong> is a must.<br />
“Shore-based <strong>ecdis</strong> facilities can<br />
hardly offer the type of productspecific<br />
training that key flag states<br />
are increasingly seeking, because there<br />
are too many different <strong>ecdis</strong> makers<br />
and an unlimited number of software<br />
versions and system configurations.<br />
We are preparing to take our generic<br />
<strong>ecdis</strong> training package forward so that<br />
it can be product-specific, in order to<br />
Roger Ringstad: understanding<br />
the philosophy, limitations and<br />
features of <strong>ecdis</strong> is a must<br />
speed up the ability of shipowners to meet what will<br />
become statutory obligations.”<br />
Maris deputy chief executive (corporate), Steinar<br />
Gundersen, said, “As the first in the world to offer<br />
product-specific <strong>ecdis</strong> training through Seagull, we<br />
will meet the IMO model course 1.27 and be certified<br />
to replace less efficient training ashore.”<br />
Hence forward, the Maris Ecdis900 CBT module<br />
will be available as part of software released by<br />
Seagull, as well as being physically delivered and<br />
supported technically. Mr Ringstad said, “Currently,<br />
this agreement is unique to the industry, but I am<br />
sure its significance will not be lost on regulators,<br />
shipowners and other manufacturers.”<br />
Mr Gundersen said the new approach would<br />
only require those operating Seagull onboard<br />
training to access an activation key code from the<br />
CBT specialist. “Orders may come from the Seagull<br />
network or from Maris. Maris distributors may sell<br />
it as well and route their orders to Maris, which will<br />
in turn pass on orders to Seagull.”<br />
The training system, which will be available via<br />
an annual subscription per ship and upgraded for<br />
as long as the subscription is held, will be based<br />
on self-tuition by navigating officers while on board<br />
under supervision by the ship’s master or an approved<br />
assessor and supported by an <strong>ecdis</strong> onboard workbook.<br />
The ship’s master or the approved<br />
assessor will confirm that the<br />
candidate has performed satisfactorily,<br />
endorse the course training records<br />
and send them to the Seagull training<br />
centre for assessment.<br />
There, an instructor will verify that<br />
a complete set of documents has been<br />
received and that all training records<br />
and written responses to the workbook<br />
meet the required minimum standard,<br />
on completion of which the instructor<br />
will issue and submit to the vessel a<br />
course certificate. ECDIS<br />
36 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
solutions<br />
Ecdis as a collision<br />
avoidance tool<br />
Totem Plus introduces a new <strong>ecdis</strong><br />
with artificial intelligence which<br />
interprets Colregs and accurately<br />
advises on which course to steer to<br />
avoid collision<br />
The last decade saw the evolution of <strong>ecdis</strong> from<br />
a simple chart plotter to an intelligent safety<br />
tool. Safety in navigation means avoidance<br />
of collisions and groundings, and indeed the risk<br />
reduction of groundings by <strong>ecdis</strong> systems is already<br />
well established. This reduction was shown clearly by<br />
the 2007 DNV technical report.<br />
Collision avoidance, on the other hand, is still<br />
lacking and limited mostly to monitoring targets and<br />
trial manoeuvres. There is still a large margin for human<br />
error in adhering and interpreting the international<br />
regulations for preventing collisions at sea (Colregs).<br />
To minimise such errors, a revolutionary system was<br />
developed by Totem Plus: Totem Ecdis with built-in<br />
Colregs Adviser.<br />
Using Totem Ecdis in its Colregs Adviser mode, the<br />
system automatically analyses the data and advises<br />
the OOW on the best action to take. The closest<br />
point of approach (CPA) of all vessels is taken into<br />
account together with the stipulations of the Colregs.<br />
If required, course to steer advice will be given to the<br />
OOW automatically.<br />
The course to steer advice is based on a precise<br />
calculation of the parameters of all the ships in the<br />
vicinity, their CPA and time to closest point of approach<br />
(TCPA), and their status according to the Colregs.<br />
On the navigable circle the OOW can see clearly the<br />
dangerous sectors (in red) and allowed domains (blue).<br />
All the information is calculated automatically and is<br />
continuously refreshed.<br />
To offer the correct advice, all AIS and ARPA<br />
targets within the required alert range are constantly<br />
processed and analysed for close proximity. The alert<br />
Course to steer advice is automatically available<br />
range is set by default to 12 miles (open sea) but can be<br />
changed by the operator. The same principle applies<br />
to the CPA, which is set by default to 1 mile. Other<br />
relevant values, eg, minimal distance to act on port<br />
crossing, have default values that can only be changed<br />
by the master.<br />
In addition to the course to steer information, the<br />
system gives an alert on ‘approaching from port’ or<br />
‘overtaken’ situations where the target is the give way<br />
vessel. In such situations no course to steer advice is<br />
given as the ship is required by the Colregs to maintain<br />
its course and speed as a stand on vessel, and the<br />
approaching vessel should take action to give way. In<br />
agreement with Colregs, once the approaching ship is<br />
below the distance set for warning, the system advises<br />
the OOW on the necessity to give such vessel a warning<br />
signal. If the give way ship is below the threshold set for<br />
action to be taken, advice will be given on a new course<br />
to steer in accordance with the Colregs stipulations.<br />
The Colregs Adviser module of Totem Ecdis<br />
provides an excellent tool to help and/or reinforce<br />
decisions related to collision avoidance. In addition,<br />
it aids in taking proper action in due time and thus<br />
eliminates excessive helm and course alterations. Safe<br />
and efficient ship handling will result in fuel saving and<br />
schedule keeping. Totem Ecdis is fully approved by<br />
DNV to the latest regulations. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 37
solutions<br />
Transas sees <strong>ecdis</strong> from<br />
another perspective<br />
Anders Rydlinger, product manager<br />
for navigation, Transas Marine, says<br />
that <strong>ecdis</strong> can be much more than<br />
just an electronic chart display and<br />
information system<br />
During the last two decades there has been a<br />
constant flow of new carriage requirements<br />
for bridge equipment; in most cases burdening<br />
shipowners and crew. Ecdis can reverse this situation<br />
if it is properly installed, optimised and manned by<br />
a well-trained crew. It can bring added value to a<br />
shipowner and crew, in addition to enhanced safety<br />
and fulfilling the <strong>ecdis</strong> carriage requirements.<br />
Tools for automatic route and voyage planning<br />
can be integrated as a part of your <strong>ecdis</strong>. Optimising<br />
the schedule by taking into consideration the latest<br />
weather forecast (weather routeing) and using<br />
integrated environmental databases for tides and<br />
currents will allow the vessel to proceed along the<br />
route at the safest economical speed and arrive at its<br />
final destination on time.<br />
Ecdis provides unique tools for management of<br />
charts and nautical publications in digital format.<br />
This includes ordering updates as well as the<br />
preparation of reports. Within a few seconds they can<br />
be sent ashore or be included as an integrated part of<br />
the voyage plan by showing the current status of the<br />
vessel’s charts and nautical publications.<br />
Ecdis combines information from different<br />
sources in one display. Optimised chart presentation<br />
gives a perfect<br />
background for display<br />
of vital information.<br />
This could be weather<br />
information, online<br />
targets, ‘no go’ areas, for<br />
example piracy or Marpol<br />
areas, and additional<br />
Stena Line is one customer taking<br />
advantage of Transas <strong>ecdis</strong> systems<br />
navigation data. All this can be made visible just by<br />
a single key operation.<br />
Other mandatory systems like a bridge navigation<br />
watch alarm system (BNWAS) can be integrated with<br />
<strong>ecdis</strong>. Running several applications like radar, <strong>ecdis</strong>,<br />
conning, AMS, E-logbook on the same workstation<br />
gives the officer quick access to all information in a<br />
single position. Ecdis also provides redundancy and<br />
improves efficiency by avoiding duplication of work,<br />
such as route entry in several systems. Integration<br />
of <strong>ecdis</strong> with the vessel’s communication system<br />
enables online communication from ship to shore for<br />
the exchange of data and reports.<br />
The 2007 DNV report, Effect on ENC Coverage on<br />
Ecdis Risk Reduction, evaluated that <strong>ecdis</strong> is a costeffective<br />
risk control option for large passenger ships<br />
and all other vessel types involved in international<br />
trade, with a significant potential to save lives by<br />
reducing the frequency of collision and grounding.<br />
The grounding frequency reductions achievable from<br />
implementing <strong>ecdis</strong> vary between 11 per cent and 38<br />
per cent for the selected routes. This variation is due to<br />
variations in ENC coverage.<br />
According to DNV, <strong>ecdis</strong> represents a net economic<br />
benefit itself. Soren Andersen, marine superintendent,<br />
SQE, Nordic Tankers Marine comments, “With the<br />
new IMO requirements, dual <strong>ecdis</strong> without paper<br />
charts as a back-up will save money. It’s an easy<br />
calculation – not even that ENCs are cheaper than<br />
paper charts but if you go halfway you will have<br />
double expenses for both paper and ENC. With<br />
Transas <strong>ecdis</strong> implementation in Nordic Tankers we<br />
also reduced time for chart corrections and passage<br />
planning by 5 to 10 hours<br />
per week.”<br />
Proper transition to<br />
<strong>ecdis</strong> takes time. So do<br />
as many shipowners have<br />
already done – get started<br />
now to benefit from your<br />
<strong>ecdis</strong> installation. ECDIS<br />
38 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
North America<br />
<strong>Thomas</strong> <strong>Gunn</strong> bolsters<br />
its North American role<br />
Strategic Vancouver tie-up helps<br />
to extend chart supplier’s reach in<br />
Canada and the USA<br />
<strong>Thomas</strong> <strong>Gunn</strong> Navigation Services Ltd (TGNS)<br />
has strengthened the services it provides<br />
to the US and Canadian markets by joining<br />
forces with Vancouver-based Maritime Services Ltd<br />
to form <strong>Thomas</strong> <strong>Gunn</strong> Maritime Services Inc.<br />
This strategic tie-up combines the ongoing<br />
experience of ex-seagoing staff of both companies<br />
together with a high level of existing in-house<br />
expertise to ensure that customers in this important<br />
geographical region receive the highest level of<br />
chart advice and service available.<br />
Maritime Services Ltd is an ideal partner for TGNS<br />
for this initiative. Located near the Port of Vancouver,<br />
its portfolio of services makes it a key provider of<br />
marine safety and survival equipment services in the<br />
area. Its 1,189m 2 office complex houses a broad range<br />
of charts, publications and marine electronics as well<br />
as the capabilities for fully approved liferaft servicing<br />
and its new aerospace servicing facilities.<br />
By working together, both companies will be<br />
able to offer Canada and North America-based<br />
shipowners and managers a comprehensive range<br />
of products and services as well as the right targeted<br />
advice to ensure efficient, safe and trustworthy<br />
vessel operation.<br />
These include <strong>Thomas</strong> <strong>Gunn</strong> Maritime Services’<br />
own innovative outfit management service which<br />
helps ships ensure that their index of charts and<br />
publications are kept up-to-date by the supply of<br />
updates and new editions.<br />
Other benefits to this service include:<br />
<br />
<br />
size, and vessel trading patterns<br />
<br />
The type-approved Nav <strong>ecdis</strong> will form part of the<br />
Vancouver partnership’s offering<br />
with paper ‘notice to mariners’ and tracings, or<br />
electronically via TGNS’ unique Voyager service<br />
<br />
<br />
state regulations<br />
<br />
navigational announcements<br />
<br />
offers are tailored to the specific needs of its customers.<br />
<strong>Thomas</strong> <strong>Gunn</strong>, founder of the company and<br />
managing director, welcomed the tie-up, saying, “As<br />
the leading digital supplier in the world, we believe<br />
this has been achieved again by working closely<br />
with our clients to develop the right solutions and<br />
the most economic solutions, both for the carriage of<br />
electronic charts and digital publications.<br />
“Having added our fully type approved TG<br />
Nav <strong>ecdis</strong> to our product portfolio, we can now<br />
truly provide the ‘one-stop-shop’ solution to our<br />
clients. It makes sense. And with our in-house<br />
digital products department and our eight-strong<br />
team of IT developers, we have the infrastructure in<br />
place to develop ongoing innovative solutions for<br />
e-navigational needs of the future,” he added. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 39
chart updating<br />
Small can be efficient<br />
for data retrieval<br />
Data compression is necessary<br />
to update navigation charts, and<br />
<strong>Thomas</strong> <strong>Gunn</strong> is leading the way in<br />
software development<br />
The passing into force in 2008 of IMO rules<br />
making the implementation of <strong>ecdis</strong> on<br />
board all ships mandatory by 2018 was<br />
what the chart and navigation sector was waiting<br />
for. But as <strong>Thomas</strong> <strong>Gunn</strong>, managing director of<br />
<strong>Thomas</strong> <strong>Gunn</strong> Navigation Services Ltd stressed,<br />
what the industry is demanding is an effective<br />
way of compressing data so that a shipboard<br />
broadband connection can handle e-mail updates<br />
to paper and electronic charts, as well as the allimportant<br />
Hydrographic Office notice to mariners.<br />
“I established the company 33 years ago in Aberdeen<br />
and we have been an Admiralty chart distributor for<br />
the last 30 years, supplying paper charts, navigation<br />
publications and for the last 10 years, electronic<br />
charts,” he said.<br />
“We couldn’t have developed our<br />
Voyager software until recently because of the<br />
inadequate level of broadband<br />
communications on board the<br />
world’s ships. E-mailing data<br />
to vessels was always quite<br />
difficult but now with the advent<br />
of Fleet 77 and other modern<br />
communications on board ship, it<br />
has made the job a lot easier.”<br />
For many years <strong>Thomas</strong><br />
<strong>Gunn</strong> has been supplying the<br />
Hydrographic Office-produced<br />
notice to mariners to all vessels<br />
trading worldwide. This is an<br />
important document containing<br />
all the corrections, alterations<br />
and amendments for the<br />
<strong>Thomas</strong> <strong>Gunn</strong>: “modern<br />
communications have made<br />
e-mailing data to vessels easier”<br />
UKHO’s worldwide series of Admiralty charts<br />
and publications. Published weekly in several<br />
formats but best known as the weekly booklets, it is<br />
despatched directly from the UKHO.<br />
But as Mr <strong>Gunn</strong> stressed, “You can imagine<br />
the difficulties involved because when you are<br />
supplying charts to a vessel, it is like hitting a<br />
moving target. The ship may be loading oil or<br />
bunkers in a short port berth time window and<br />
you have to connect with the agent to get the charts<br />
delivered on board the ship.<br />
“When a vessel comes into port, the captain,<br />
officers and crew are inundated with extra workload,<br />
not to mention the numerous inspections by above<br />
all port state control (PSC). The first thing a PSC<br />
inspector does is go onto the bridge and look at<br />
your charts to see when they were last corrected.<br />
If a tanker has been on a long passage and has not<br />
received any navigation data from the chart agent<br />
for three to four weeks, then it could be in trouble.”<br />
The answer clearly lies in broadband and e-mail<br />
connectivity between the ship and shore. And as<br />
Mr <strong>Gunn</strong> contends, the processes are improving as<br />
more and more ships become connected.<br />
“Our IT department has developed Voyager so<br />
we now receive the information<br />
directly from the UKHO to our<br />
server and our software in turn<br />
turns that paper book into a digital<br />
book so we can send it directly<br />
to the ship. We have developed<br />
this compression module which<br />
means larger pieces of data or cells<br />
can be sent to the ship in smaller<br />
compressed data sizes,” he added.<br />
<strong>Thomas</strong> <strong>Gunn</strong> has not stopped<br />
there: while versions one and<br />
two of Voyager relate to the<br />
transmission of paper charts<br />
and notices to mariners, version<br />
three, which is under test at the<br />
40 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
moment, relates to digital products where the<br />
file sizes can invariably be significantly larger.<br />
Data compression rates for versions one and<br />
two are up to 60 per cent of the original file size.<br />
This has resulted in over 1,000 ships signing up<br />
to the Voyager package. Transmitting electronic<br />
chart updates for <strong>ecdis</strong> is the future and work<br />
is underway through version three to come to<br />
a point where even larger 30MB files can be<br />
compressed to an extent that they can be e-mailed<br />
to the bridge.<br />
The UK Hydrographic Office, which has<br />
140 distributors worldwide, has confirmed that<br />
<strong>Thomas</strong> <strong>Gunn</strong> is the most prolific distributor of<br />
digital charts. And the company itself revealed that<br />
sales of digital charts have doubled over the past<br />
two years with this trend set to continue.<br />
Over recent years <strong>Thomas</strong> <strong>Gunn</strong> has invested<br />
heavily in technology and personnel to create its<br />
own in-house digital products department and has<br />
boosted its in-house IT resources to meet changing<br />
customer requirements and the modern demand for<br />
digital charts. In addition the firm has been very<br />
pro-active in its customer support.<br />
Mr <strong>Gunn</strong> added, “We regularly hold seminars<br />
for our existing customers, either in-house or at their<br />
offices wherever they are in the world, gathering<br />
their superintendents together and giving a two-hour<br />
presentation with a question and answer session<br />
following. It’s all about getting ahead of the <strong>ecdis</strong><br />
mandate. Forward-thinking shipping companies<br />
realise the benefits of making their officers familiar<br />
<strong>Thomas</strong> <strong>Gunn</strong> is a prolific distributor of digital charts<br />
<strong>Thomas</strong> <strong>Gunn</strong>’s software turns chart updates from the<br />
UKHO into a digital format<br />
with the use of electronic charts and digital products<br />
ready for when they become compulsory so that<br />
they are trained and up to speed.”<br />
Demand for digital chart supply is widespread<br />
throughout the shipping industry but <strong>Thomas</strong> <strong>Gunn</strong><br />
reports it is particularly strong at present from the<br />
tanker, chemical and gas carrier markets.<br />
A worldwide customer network also boosts<br />
<strong>Thomas</strong> <strong>Gunn</strong>’s sales figures. In addition to its own<br />
wholly owned offices in Aberdeen, London, Piraeus,<br />
Turkey and Vancouver, the company has formed<br />
global partnerships in strategic locations around<br />
the world.<br />
Mr <strong>Gunn</strong> said, “What it takes to hold on to that<br />
number one slot is continued focus, continued<br />
quality of advice and service to our customers, a<br />
high degree of market knowledge and knowledge of<br />
the impending needs of the market. We are fortunate<br />
to employ a number of highly-experienced former<br />
masters and officers who help us to ensure that<br />
what we are delivering meets our customers’ needs.<br />
We are always striving to go forward and expand.”<br />
Mike Robinson, UKHO chief executive said,<br />
“The success of the industry’s transition to<br />
digital navigation relies on its ability to navigate<br />
confidently with official ENCs. The UKHO has<br />
placed huge emphasis on delivering that coverage<br />
and today there is official berth-to-berth coverage<br />
between 2,165 trading ports worldwide and more<br />
than 10,600 charts. But the successful sale and<br />
implementation of those ENCs is down to our<br />
partners such as <strong>Thomas</strong> <strong>Gunn</strong>, who provide<br />
shipping companies with the insight and support<br />
they need to make every stage of navigation safer<br />
and more efficient.” ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 41
switchover<br />
Embracing the new way<br />
in navigation<br />
The switch to electronic charts<br />
requires cost and training<br />
considerations, as well as finding<br />
the optimum ways of installing the<br />
equipment and updating charts<br />
The shipping industry is bracing itself for<br />
one of the biggest challenges in recent years<br />
when the mandatory ruling requiring the use<br />
of electronic chart display and information system<br />
(<strong>ecdis</strong>) equipment on board all large ships comes<br />
into force in a programme to be rolled out from<br />
next year.<br />
Already many owners, managers and suppliers<br />
are preparing for the change which will have huge<br />
cost implications as well as presenting some ships<br />
with a completely new way of navigation when<br />
they switch from paper to electronic navigation<br />
charts (ENC).<br />
Although some companies have been using<br />
electronic charts for some time, the number is quite<br />
small – just 7,500 vessels out of the 50,000 or so ships<br />
currently in the market are using Admiralty Vector<br />
Chart Service (AVCS) official data, according to the<br />
42 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
Navigating through the choppy waters<br />
of <strong>ecdis</strong> transition needs preparation<br />
UK Hydrographic Office (UKHO) figures.<br />
The IMO ruling, which was adopted in 2009,<br />
states that from 12 July 2012 all new passenger ships<br />
above 500gt and all new tankers over 3,000gt built<br />
on or after that date must have an <strong>ecdis</strong> fitted. The<br />
amendments to the International Convention for the<br />
Safety of Life at Sea (Solas) were brought in to make<br />
navigation much safer and efficient.<br />
One such company already preparing for the<br />
switchover is <strong>Thomas</strong> <strong>Gunn</strong> Navigation Services<br />
Ltd. For 30 years the Aberdeen-based firm has<br />
been supplying Admiralty charts, paper charts and<br />
navigation publications, and for the last decade has<br />
been supplying electronic charts too, as well as the<br />
HO notices to mariners.<br />
Mike Bailey, general manager for <strong>Thomas</strong><br />
<strong>Gunn</strong>, said the mandate was primarily as a result<br />
of the desire to create safer navigation, but also<br />
down to general evolution of navigation aids<br />
which has been very much driven by technology.<br />
“We’ve been sailing on paper charts for hundreds<br />
of years but whenever you put a position on a<br />
paper chart it is always historical – you are not<br />
there any longer. Electronic charting gives you that<br />
real-time information of where the ship is, and the<br />
culmination of technology is now allowing us to go<br />
down that route.”<br />
He continued, “We’ve had electronic charts<br />
within the industry for quite a few years in<br />
various unofficial formats as an alternative to<br />
paper charts. They’ve provided us with situational<br />
awareness, allowing us to look at conditions<br />
like where we are and enabling us to make an<br />
informed decision to take avoiding action or to<br />
place the ship in a position of safety.”<br />
Although <strong>Thomas</strong> <strong>Gunn</strong> and many other<br />
companies have already dipped their toe in<br />
the water with regard to electronic charts, Mr<br />
Bailey believes it is not something the industry<br />
in general has been expecting for a long time. “I<br />
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a complete guide to ECDIS I Summer 2011 I 43
switchover<br />
think maybe IMO<br />
and UKHO and a<br />
number of the big<br />
organisations saw<br />
this as the way the<br />
industry would go<br />
but, if you speak<br />
to the shipowners,<br />
it’s probably only<br />
in the last 12 to 18<br />
months that this<br />
subject matter is<br />
hitting home.”<br />
The cost<br />
implications are<br />
the major concern<br />
for shipowners.<br />
There will be many<br />
involved not only in buying the equipment, but<br />
also the training requirement that goes with it.<br />
Each ship must carry a back up in case the <strong>ecdis</strong><br />
fails, and they can do this by having a dual <strong>ecdis</strong><br />
system or carrying paper charts as a back up.<br />
According to Mr Bailey, a basic dual <strong>ecdis</strong><br />
system will cost most shipowners at least £20,000<br />
per ship, and that is just for the equipment and<br />
not the installation or training involved. For<br />
much more expensive brands the costs will be<br />
even higher.<br />
With regards to the expenditure, does Mr<br />
Bailey think the smaller companies will find<br />
it more difficult to implement the mandate?<br />
“It depends on what route they take with<br />
compliance,” he explained.<br />
“It’s such a massive subject regarding what<br />
they could do to comply with the regulations.<br />
They could just buy a single <strong>ecdis</strong> and retain the<br />
paper back ups. There are cost impacts, yes, and<br />
there is also the training aspect.”<br />
Under IMO’s requirements each ship would<br />
have to send a number of people for training in<br />
how to use the <strong>ecdis</strong> system. These would include<br />
all of the ship’s navigating officers, comprising a<br />
master, chief officer, second mate and third mate,<br />
plus their reliefs.<br />
They will all have to undertake both aspects of<br />
the training – generic <strong>ecdis</strong> training and type-specific<br />
training, according to the certain manufacturer’s<br />
model they are using.<br />
Some of the<br />
training is being<br />
made available in<br />
computer-based<br />
training (CBT)<br />
modules, which can<br />
be done on board<br />
ship or on the web<br />
when the seafarer is<br />
at home, while other<br />
sessions will be<br />
carried out at shore<br />
training centres. The<br />
training takes about<br />
three days for each<br />
of the two parts.<br />
Mr Bailey said<br />
<strong>Thomas</strong> <strong>Gunn</strong> was<br />
offering a CBT package for its products, and<br />
already some training centres were in the process<br />
of getting approval from the various manufacturers<br />
to run training courses at their establishments.<br />
They are also having to gain approval from the<br />
flag states, because it is the flag states that have to<br />
approve the training.<br />
Ecdis consists of a database of ENCs together<br />
with the hardware and software needed to display<br />
the chart data as well as the ship’s course, speed and<br />
position. The way in which the charts are purchased<br />
will be a completely different concept to ordering<br />
paper charts.<br />
“A shipowner in the past has said ‘right, my<br />
ship is going to be trading in these certain areas or<br />
worldwide’ and we put the paper charts on board<br />
these ships. With AVCS you have got a licensing<br />
framework which is either three, six, nine or 12<br />
months,” explained Mr Bailey.<br />
All of the charts are broken down into ‘cells’.<br />
“The actual cell can be delivered to the ship in<br />
about 10 minutes electronically, so the shipowner or<br />
shipmanager does not need to go and buy worldwide<br />
coverage of AVCS,” said Mr Bailey. “That would cost<br />
them £60,000 to £100,000. “What he does is buys cells<br />
that he needs for a certain area. If he knows the ship<br />
is only going to be there for three months, then he just<br />
buys the three months’ licence.”<br />
The ship will basically have all the cells on<br />
board ship. With AVCS products there are nine<br />
base discs that go out in the package and the ship<br />
Electronic charts give real-time information of a ship’s location<br />
44 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
installs these into the <strong>ecdis</strong>, in both the main unit<br />
and the back up.<br />
“All you are doing is requesting a permit to<br />
activate those cells within the database when<br />
you need them. So, if you are going on a voyage<br />
from New York to Southampton you would just<br />
request the cells covering this passage,” explained<br />
Mr Bailey.<br />
The ship would send an e-mail requesting<br />
activation of the cells to a distributor such as<br />
<strong>Thomas</strong> <strong>Gunn</strong> and then they would receive the<br />
permit file, which is loaded into the <strong>ecdis</strong>. As with<br />
paper charts there is a need to continually update<br />
electronic charts with any new data that could<br />
affect the ship’s passage.<br />
At the moment, <strong>Thomas</strong> <strong>Gunn</strong> sends weekly<br />
updates to paper charts in two ways. One is<br />
the paper format which goes out in the mail to<br />
the ship and it also uses its Voyager system to<br />
take the paper updates and send them over in a<br />
digital e-mail solution.<br />
“With the ENCs there is also a need to update<br />
them and we are just in the process of launching<br />
Version 3 of Voyager that will have the capability<br />
of sending the updates in a digital format to the<br />
ships for their AVCS,” said Mr Bailey.<br />
“The problem is the file size and when you’ve<br />
got AVCS you could have a couple of hundred<br />
active cells that need updating on board your ship.<br />
To do the updates, the actual file size can be quite<br />
Training will be vital to ensure navigators can operate <strong>ecdis</strong> safely<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 45
switchover<br />
large, up to 2MB, so what we are focusing on is that<br />
when ships are at sea and using satcom systems<br />
they will only update cells for the particular route<br />
they are on at that moment and wait until they get<br />
to a port to do the rest.”<br />
Once at the port they will get the weekly update<br />
disc in the mail or if they can use wi-fi solutions,<br />
and many ports these days have wi-fi set ups, they<br />
can do the bulk of the updating and download then.<br />
Internet connection therefore needs to be efficient<br />
and Mr Bailey now believes it is even more important.<br />
“Because of the cost implications, broadband has<br />
been fairly slow to be taken up within the industry<br />
although momentum is gathering<br />
pace now.”<br />
About three years ago, he said, a<br />
broadband solution for a ship was<br />
costing around £30,000 per ship<br />
for hardware and about £3,000 a<br />
month for connection. Now some<br />
of the hardware is being provided<br />
at a minimal cost and packages<br />
where you can buy 300MB<br />
broadband data for a month will<br />
cost £1,200 to £1,500. “There has<br />
been a significant reduction in the<br />
actual costs which is making it<br />
more attractive to the owner,” said<br />
Mr Bailey.<br />
Already <strong>Thomas</strong> <strong>Gunn</strong> has<br />
been involved with a couple of<br />
newbuildings in China and it has<br />
also done some retrofits, even<br />
though older ships will not require<br />
<strong>ecdis</strong> for a few years yet, as the<br />
timetable is being rolled out until<br />
2018, with more ships coming into<br />
line each year depending on their<br />
gross tonnage.<br />
The <strong>ecdis</strong> equipment will be<br />
fitted to many ships during class<br />
surveys to minimise the amount<br />
of time they are taken out of<br />
service for. It has to be fitted by<br />
an approved manufacturer’s<br />
technician and takes about three to<br />
four days to install.<br />
But, said Mr Bailey, a technician<br />
could also go on board and fit the<br />
<strong>ecdis</strong> during service, though this would not be<br />
the ideal solution due to the costings involved to<br />
the shipping company. “They could just carry on<br />
with the paper charts, as they have done, while<br />
the <strong>ecdis</strong> system is being fitted, but this would<br />
probably be the last resort for fitting it.”<br />
Once installed, the <strong>ecdis</strong> will form part of the<br />
ship’s safety equipment and thus even though<br />
there is no requirement to have an annual check<br />
on it alone, it will be inspected by a class surveyor<br />
going on board to do the safety equipment<br />
certificate reviews.<br />
Despite there being months, and in many<br />
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46 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
cases years, until ships have to fall in line with<br />
the new mandate, owners are already looking<br />
ahead and finding ways of adapting to the new<br />
<strong>ecdis</strong> regulations.<br />
“It’s happening,” said Mr Bailey. “Our ENC<br />
sales are increasing all the time. We have been proactive<br />
and held quite a few seminars for our major<br />
clients where we go in and bring this mandate to<br />
their attention and try to educate them.<br />
“There are a lot of myths out there about <strong>ecdis</strong><br />
and we are trying to dispel these myths. We are just<br />
trying to be factual and it’s not going to be a cheap<br />
exercise but we are trying to educate these people<br />
about how they go about buying their electronic<br />
charts and making sure they do get as much value<br />
for money from us.<br />
“We are not just going out there and selling<br />
huge folios of AVCS cells where it’s good for<br />
our revenues but does not actually present the<br />
shipowner with a good solution.”<br />
He said many shipowners and seafarers had<br />
apprehensions about <strong>ecdis</strong> and admitted to<br />
having some himself. “It is welcome but there are<br />
reservations. I have reservations about it because<br />
you have to be aware of the limitations of the<br />
equipment. It’s about using it sensibly and being<br />
fully trained in how to use it. I<br />
think we’ve got to hope that the<br />
legislation, and the training aspect<br />
of the legislation, meets that.”<br />
Inspection regimes such as port<br />
state control will be responsible for<br />
looking at this, to see that people<br />
are trained and certified in the use<br />
of <strong>ecdis</strong>.<br />
So, does Mr Bailey believe<br />
there will be any companies<br />
who do not comply with the<br />
new ruling by the dates given in<br />
the mandate? “No, there won’t<br />
be, because it is so tight with<br />
regards to the size of vessels,<br />
tonnages and the implementation<br />
date. No-one will be able to slip<br />
through the net.”<br />
Despite many shipowners<br />
embracing the new mandate<br />
and welcoming the advances in<br />
technology Mr Bailey believes<br />
paper charts will still be around<br />
in years to come. “There will be<br />
some companies that will not go<br />
down the route of dual <strong>ecdis</strong>.<br />
They will still want paper charts<br />
on board and, to be honest, I still<br />
believe that even for a ship that<br />
says it is going totally paperless,<br />
that’s a bit of a myth. They will<br />
always carry maybe 20-odd<br />
charts just to get them home<br />
should everything fail on board<br />
ship.” ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 47
egulations<br />
Meeting carriage<br />
requirements with <strong>ecdis</strong><br />
There are many rules and regulations<br />
shipowners must consider when they<br />
are rolling <strong>ecdis</strong> installations out on<br />
board their fleets<br />
Only a type-approved <strong>ecdis</strong> operating with<br />
up-to-date ENCs and with appropriate<br />
back up may be used to replace paper<br />
charts on a vessel. Where ENCs are not yet available,<br />
IMO regulations allow flag states to authorise the<br />
use of RNCs (together with an appropriate folio of<br />
paper charts). In all other cases the vessel must carry<br />
all paper charts necessary for its intended voyage.<br />
From the regulatory perspective, the most<br />
important statement about the legal status of <strong>ecdis</strong><br />
is contained in the amended Chapter V of the Solas<br />
convention set into force on 1 July 2002. Ecdis is<br />
specifically referred to in regulation 19 ‘Carriage<br />
requirements for ship borne navigational systems<br />
and equipment’.<br />
However, in order to replace paper charts,<br />
such systems must fulfil considerable technical<br />
requirements laid down in <strong>ecdis</strong> performance<br />
standards:<br />
<br />
where these are available<br />
<br />
equipment-independent specification<br />
<br />
navigational functions that can be performed on the<br />
traditional paper charts.<br />
No electronic system is completely failsafe. IMO<br />
performance standards therefore require that the<br />
‘overall system’ includes both a primary <strong>ecdis</strong> and<br />
an adequate independent back up arrangement<br />
that provides independent facilities enabling a<br />
safe takeover of the <strong>ecdis</strong> functions in order to<br />
ensure that a system failure does not result in a<br />
critical situation.<br />
Solas regulations state that chart data must<br />
be official<br />
However, there are various interpretations as to<br />
what are the minimum functional requirements, or<br />
what constitutes adequate back up arrangements.<br />
There are two commonly accepted options: a second<br />
<strong>ecdis</strong>, connected to an independent power supply<br />
and a separate GPS position input, or an appropriate<br />
up-to-date folio of official paper charts for the<br />
intended voyage.<br />
Some flag states may permit other options<br />
(eg, radar-based systems such as chart-radar).<br />
Shipowners should consult their national maritime<br />
administration for specific advice in interpreting<br />
MSC 232/82 and show that with regards to<br />
equipment and SMS procedures, compliance has<br />
been achieved, and measures are in place to allow the<br />
mariner and vessels to comply with this mandation.<br />
Unlike paper charts, <strong>ecdis</strong> is a sophisticated<br />
system which, besides the navigational functions,<br />
includes components of a complex, computerbased<br />
information system. In total, the system<br />
includes hardware, operating system, <strong>ecdis</strong> software<br />
(kernel and user interface), sensor input interfacing,<br />
electronic chart data, rules for presentation and<br />
display, status and parameters of alarms and<br />
indications, etc. All these items are accessed through<br />
an appropriate human-machine interface.<br />
As with any type of shipboard navigation<br />
48 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
equipment, it is only as good as those who use it<br />
and what it is being used for. In the case of <strong>ecdis</strong><br />
and electronic charts, if the mariner is well trained<br />
then the system provides the information flow<br />
that the mariner needs to make good decisions<br />
and therefore contributes significantly to safe and<br />
efficient navigation.<br />
Ecdis and other electronic charting systems are<br />
increasingly complex. Without proper training,<br />
these systems will not be used to their full potential<br />
and could under some circumstances increase the<br />
hazard to navigation. The Standards of Training,<br />
Certification and Watch-keeping (STCW) and<br />
International Safety Management codes put the<br />
responsibility firmly on the shipowner to ensure<br />
that mariners on their vessels are competent to<br />
carry out the duties they are expected to perform.<br />
To encourage effective <strong>ecdis</strong> education, IMO<br />
approved a standardised model course on the<br />
operational use of <strong>ecdis</strong> in 1999 (IMO course<br />
1.27). This course is offered by approved training<br />
institutions and maritime academies. Some flag<br />
states have developed their own training courses<br />
in <strong>ecdis</strong> in order to be able to recognise the training<br />
certificates. Type-specific <strong>ecdis</strong> training is provided<br />
by equipment manufacturers.<br />
Navigating with <strong>ecdis</strong> is fundamentally<br />
different from navigating with paper charts.<br />
Important bridge work-processes are significantly<br />
affected, in particular, voyage planning and voyage<br />
execution task.<br />
Ecdis provides a number of additional planning<br />
functions and features such as safety contours,<br />
alarms, click-and-drop facilities for waypoints<br />
and markers, etc. Whilst in many ways <strong>ecdis</strong><br />
makes voyage planning easier it is still possible<br />
to make errors, however these are likely to be of<br />
a different type to those encountered when using<br />
paper charts.<br />
Even though ENC coverage is increasing rapidly,<br />
many vessels will, to some degree, have to operate<br />
a dual – or even triple – system with ENCs, paper<br />
and raster charts. The format of the voyage plan is<br />
likely to differ from the traditional alphanumeric<br />
lists of waypoints used with paper charts and<br />
should include information on the usability of<br />
connected electronic navigational devices such as<br />
GPS and AIS and their actual alarm settings.<br />
It is essential to make use of the in-built automatic<br />
check functions provided by <strong>ecdis</strong> when validating<br />
and approving the voyage plan. Thought should be<br />
given to ensuring that a backup to the voyage plan<br />
on the <strong>ecdis</strong> is available in case of equipment failure.<br />
It is important that there is good communication of<br />
the voyage plan to all bridge officers so that they are<br />
prepared for the intended voyage.<br />
At the beginning of the voyage, as well as at<br />
any change of watch, the officers should review<br />
the voyage plan and agree the selected pre-settings<br />
of functions, alarms and indicators to be used on<br />
the <strong>ecdis</strong>.<br />
If the <strong>ecdis</strong> is used for real-time navigation, the<br />
statutory requirements regarding monitoring of the<br />
progress of the voyage and marking of positions will<br />
need to be considered:<br />
<br />
record-keeping purposes?<br />
<br />
tracks marked on the paper charts correspond with<br />
the <strong>ecdis</strong> information?<br />
<br />
shipping company been adapted for the use of <strong>ecdis</strong><br />
and is everyone concerned with the navigation<br />
familiar with these adaptations?<br />
There is a tendency to put too much trust in<br />
computer-based systems and believe whatever is<br />
on the display. It is essential that officers do not<br />
become complacent, understand the limitations of<br />
the equipment, and employ the basic navigational<br />
skills to cross check the information displayed by all<br />
other means available; especially by looking out the<br />
window and watching the radar! ECDIS<br />
In-built automatic check functions help to validate<br />
and approve the voyage plan<br />
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a complete guide to ECDIS I Summer 2011 I 49
preparation<br />
IMO’s Maritime Safety Committee drew up the requirements for fitting <strong>ecdis</strong> in 2009<br />
Preparing yourself for<br />
<strong>ecdis</strong> mandation<br />
Each fleet must investigate how<br />
and when it will be affected by<br />
the phasing-in of IMO’s Solas<br />
requirements for <strong>ecdis</strong><br />
2009 brought confirmation of the timetable<br />
for the mandatory adoption of <strong>ecdis</strong> and this<br />
means that for large sectors of the industry<br />
going digital is no longer an interesting option, it’s<br />
a must, with an immovable timetable attached. As<br />
a result, companies affected by the first phase of<br />
adoption in 2012 need to start their planning now,<br />
claims the UK Hydrographic Office.<br />
There are a number of steps and considerations<br />
to be made to ensure that there is a smooth<br />
transition from paper to digital navigation. The<br />
most important thing is finding out how each<br />
fleet will be affected – although the legislation<br />
will eventually apply to almost all large merchant<br />
vessels and passenger ships, it will be phased by<br />
vessel type and size so it is vital to know when<br />
your ships will be affected. The first phase affects<br />
new passenger ships and new tankers.<br />
According to the UK Hydrographic Office,<br />
developing an implementation strategy is key, as it is<br />
important to recognise that the transition from paper<br />
to electronic navigation is a fundamental change in<br />
the way ship navigation will be conducted, it’s not<br />
50 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
simply a case of fitting another piece of hardware<br />
to ensure compliance with a carriage requirement.<br />
Key things to consider include the purchase<br />
and installation of <strong>ecdis</strong> equipment, amendments<br />
to bridge procedures, co-ordination between ship<br />
and shore, and the selection of a chart service<br />
that best meets operational needs and fulfils the<br />
carriage requirements.<br />
One of the most important elements is training.<br />
Arranging and acquiring the appropriate training<br />
certification can take several months and as a<br />
minimum you should be able to satisfy your flag<br />
state and any independent audit authorities that<br />
your crews are proficient in using <strong>ecdis</strong> to maintain<br />
safety of navigation.<br />
Although the main aim of <strong>ecdis</strong> is safety, it can<br />
also increase operational efficiency that in turn can<br />
lead to bottom-line savings. Navigators and marine<br />
superintendents regularly report a steady flow of<br />
benefits from using <strong>ecdis</strong>, including the fact that<br />
updates to chart data can be virtually instant.<br />
The International Maritime Organization<br />
(IMO) approved amendments to the International<br />
Convention for the Safety of Life at Sea (Solas)<br />
mandating the fitting of <strong>ecdis</strong> at the 86th session<br />
of the Maritime Safety Committee (MSC) in June<br />
2009. The amendment to Solas means that all large<br />
passenger, tanker and cargo ships will be obliged<br />
to fit <strong>ecdis</strong> on a rolling timetable that begins in<br />
July 2012.<br />
Step 1: find out how your ship is affected<br />
Fitting of <strong>ecdis</strong> will become mandatory in a rolling<br />
timetable that begins in July 2012. The legislation<br />
will be phased by vessel type and size to eventually<br />
apply to almost all large merchant vessels and<br />
passenger ships. The timetable for newbuilds is<br />
based on the date the vessel’s keel is laid. Existing<br />
vessels will be required to fit <strong>ecdis</strong> in advance of the<br />
first survey after the implementation date. There are<br />
no requirements for existing cargo vessels of less<br />
than 10,000gt. Flag states may exempt vessels that<br />
will be taken permanently out of service within two<br />
years of the implementation date.<br />
Step 2: consider the implementation strategy<br />
It is important to recognise that the transition from<br />
paper to electronic navigation is a fundamental<br />
change in the way ship navigation will be conducted,<br />
not simply a case of fitting another piece of hardware<br />
to ensure compliance with a carriage requirement.<br />
To successfully fit <strong>ecdis</strong> on a vessel or across a<br />
Tankers built from July 2012 onwards must install an <strong>ecdis</strong><br />
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a complete guide to ECDIS I Summer 2011 I 51
preparation<br />
fleet and operate it in a safe and efficient manner<br />
requires consideration of a number of interrelated<br />
elements. As well as decisions on the purchase and<br />
installation of the <strong>ecdis</strong> equipment thought must be<br />
given to training and to the amendment of bridge<br />
procedures. Lastly, but importantly, is the selection<br />
of a chart service that best meets operational<br />
needs and fulfils the carriage requirements. All of<br />
these factors need to be taken into account when<br />
developing the implementation strategy for the<br />
fleet. It will depend on the types of vessel in the<br />
fleet as well as the mix of new and existing vessels<br />
and the trading pattern they operate.<br />
Step 3: choosing the correct <strong>ecdis</strong> fit<br />
There is a large range of <strong>ecdis</strong> equipment available,<br />
from those that are part of an integrated bridge<br />
system, through to small stand-alone units that<br />
could be more appropriate for retrofit to vessels<br />
that have limited bridge space. The IMO standards<br />
require that vessels must carry a backup to <strong>ecdis</strong> that<br />
can take over the chart-based navigation functions<br />
in event of system failure. The fitting of a second<br />
<strong>ecdis</strong> or the carriage of paper charts are widely<br />
accepted as back up that will meet requirements.<br />
Depending on the flag state, other solutions such as<br />
the carriage of a chart radar or other type-approved<br />
electronic back-up may be accepted. Owners and<br />
managers will need to decide whether to fit vessels<br />
with single or dual <strong>ecdis</strong> systems. Fitting a dual<br />
Bridge procedures may need to be amended to<br />
accommodate <strong>ecdis</strong><br />
system will allow a significant reduction in the<br />
paper charts carried (in some cases down to zero).<br />
If using paper charts as a back up to a single <strong>ecdis</strong><br />
a vessel is likely to require the carriage of a full (or<br />
only slightly reduced) folio. However if the owner<br />
intends to install and operate with <strong>ecdis</strong>, they will<br />
need to work closely with the maritime authority<br />
so that its vessels are registered with to ensure they<br />
comply with all the requirements.<br />
Step 4: choose the right chart solution for you<br />
Only official electronic navigation charts (ENC)<br />
from an authorised supplier meet Solas carriage<br />
requirements for charts in <strong>ecdis</strong>. These must be kept<br />
fully up to date for the latest notices to mariners<br />
(NM). Owners should be looking for a chart<br />
service that is compliant with the new regulations,<br />
provides the best coverage for their vessels’ areas of<br />
operation, provides flexibility both in terms of the<br />
charts bought and their licence periods and includes<br />
a regular update service.<br />
Look also for a chart supplier who can provide<br />
official raster navigational charts, such as ARCS, for<br />
areas where ENCs are not available. This will enable<br />
a fleet to always navigate with official data.<br />
Step 5: get crew trained<br />
Training is a key element in the successful and safe<br />
transition to electronic navigation.<br />
Flag states will normally, as a minimum, require<br />
that ships officers attend an approved generic <strong>ecdis</strong><br />
operator training course based on the IMO standard<br />
model. In addition, the ISM Code requires that ships<br />
officers have familiarisation training for all safety<br />
equipment fitted on board. This requirement can<br />
be met through type-specific training provided by<br />
the <strong>ecdis</strong> manufacturer. As a minimum, an owner<br />
should be able to satisfy its flag state, and any<br />
independent audit authorities, that its crews are<br />
competent in the use of <strong>ecdis</strong> to maintain safety<br />
of navigation. The UKHO is developing training<br />
material, including computer-based packages, to<br />
assist the mariner to read and interpret ENCs with<br />
the same confidence they have with paper charts.<br />
Step 6: get flag state certification<br />
It is essential to understand a flag state’s<br />
requirements for certification. Under existing<br />
regulations owners will need to obtain a certificate<br />
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source: <strong>Thomas</strong> <strong>Gunn</strong><br />
of equivalency to allow <strong>ecdis</strong> to be used to<br />
fulfil the Solas chart carriage requirement. The<br />
certificate is proof that the vessel has a typeapproved<br />
<strong>ecdis</strong>, fitted in accordance with IMO<br />
requirements and an approved back up system.<br />
Owners should check that their flag state will<br />
accept the type-approval certification for the<br />
<strong>ecdis</strong> equipment they wish to fit. Where <strong>ecdis</strong><br />
has been fitted this should be indicated on the<br />
record of equipment attached to the vessel’s safety<br />
equipment certificate; this will also give details of<br />
the back up that is to be used. Owners should also<br />
talk to their classification society and insurance/<br />
P&I club to see if they have any further specific<br />
requirements. Flag state requirements may change<br />
following the adoption of carriage requirements<br />
for <strong>ecdis</strong>, so it will be important to remain in close<br />
contact with them.<br />
Step 7: demonstrate compliance for port<br />
state inspection<br />
As well as having to satisfy the initial requirements<br />
of a flag state when installing <strong>ecdis</strong>, port state<br />
control will be checking to ensure compliance<br />
with the new regulations. Inspections might<br />
require physical demonstrations of competency<br />
by crew as well as evidence of inclusion of <strong>ecdis</strong><br />
operation procedures in an owner’s onboard<br />
safety management systems. This is in addition<br />
to basic certification described in step 6. Some<br />
commercial operators’ vetting schemes will have<br />
similar demands and non-compliance with their<br />
requirements could put a ship off-hire.<br />
Step 8: co-ordinate shoreside<br />
and shipmanagement<br />
Close co-ordination between ship and shore<br />
is vital for successful implementation. Identify<br />
all the stakeholders – class society, insurers,<br />
charterers – and include them in the plans<br />
as early as possible. It’s worth conducting a<br />
full analysis to determine how <strong>ecdis</strong> on board<br />
vessels could change ways of working onshore.<br />
Practical areas to look at include management<br />
of chart data and passage planning. Successful<br />
implementation will require a re-write of a<br />
company’s safety management system, which<br />
is likely to be best achieved through structured<br />
consultation between onboard and ashore staff.<br />
Arranging training and acquiring certification could<br />
take months<br />
Step 9: start now!<br />
There is a lot to do so don’t wait for the deadline.<br />
Arranging training and acquiring certification can<br />
take three months but an owner might need as<br />
much as six months to implement its strategy<br />
depending on whether the vessel is a newbuild<br />
or retrofit. The sooner the strategy is adopted, the<br />
sooner an owner will have a realistic expectation<br />
of costs and issues. If a ship is affected by the first<br />
phase adoption in 2012, planning should start now.<br />
Step 10: the aim is safety but the result can<br />
also be efficiency<br />
Ecdis has been shown to contribute significantly<br />
to safety of life at sea, but it can also increase<br />
operational efficiency that in turn can lead to bottom<br />
line savings. Navigators and superintendents<br />
regularly report a steady flow of benefits from<br />
using <strong>ecdis</strong>. Updates to chart data can be virtually<br />
instant. Navigation tasks and bridge workload<br />
can be optimised, situational awareness improved<br />
and stress reduced when navigating in congested<br />
waters where most accidents occur. Ecdis also<br />
offers data reporting and auditing tools that<br />
can eliminate redundant practices and improve<br />
voyage planning, delivering tangible fuel savings.<br />
Early adopters will be the ones that see the<br />
advantages soonest. ECDIS<br />
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a complete guide to ECDIS I Summer 2011 I 53
preparation<br />
Planning for the switch<br />
to electronic charts<br />
Shipowners must take action now<br />
if they are to be ready for the<br />
mandatory <strong>ecdis</strong> carriage regulations<br />
As amendments to Solas stipulating the<br />
carriage of electronic chart display and<br />
information systems (<strong>ecdis</strong>) on board loom<br />
ever closer, chart suppliers will play a fundamental<br />
role in assisting shipping companies to get to grips<br />
with a new method of navigation which some<br />
seafarers have yet to experience.<br />
Michael Cauter, deputy chief executive of the<br />
UK Hydrographic Office, said that during this<br />
transitional period where electronic navigation is<br />
being adopted on a rolling basis to 2018, companies<br />
should respond sooner rather than later. “My<br />
concern is some people are looking at this as one<br />
of a number of impending regulatory changes and<br />
treating it as a reactive issue, ie, ‘we’ll do digital<br />
navigation as and when we need to’. There are many<br />
potential safety and economical benefits of digital<br />
navigation but you only really get those benefits if<br />
you’ve been through a planned transition.”<br />
Describing the use of electronic charts as a<br />
“different way of navigating”, Mr Cauter said the<br />
need to train crew and get supply chains in place<br />
will be paramount. He explained if companies<br />
start planning their transition now, benefits such as<br />
situational awareness and improved access to chart<br />
updates and information can be realised. “There<br />
are shipping companies who’ve been managing<br />
their own transition for the last five, six or seven<br />
years and are now navigating predominantly with<br />
digital charts, with a huge number of commercial<br />
and safety benefits. I’m concerned people are not<br />
investing time into planning how they’re going to<br />
integrate a real change in the way they navigate and<br />
access the potential benefits,” he said.<br />
Irrespective of when shipping companies believe<br />
Owners must prepare crew to use <strong>ecdis</strong> from<br />
now onwards<br />
the switch to <strong>ecdis</strong> will impact them, Mr Cauter<br />
said the need to begin planning now is clear and<br />
he advised companies should communicate with<br />
those in industry who can offer advice on what this<br />
means in practice. He said, “Don’t plan for a sudden<br />
switch, plan for a phased transition. We’ve seen a<br />
number of shipping lines which have gone through<br />
a phased transition where they’re increasing their<br />
costs in the first year or two, buying paper and<br />
digital materials through the transition, but they’ve<br />
got a clear business case and within a few years it<br />
pays back.”<br />
<strong>Thomas</strong> <strong>Gunn</strong>, managing director of <strong>Thomas</strong><br />
<strong>Gunn</strong> Navigational Services, said improved<br />
situational awareness is the “biggest advantage”<br />
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source: <strong>Thomas</strong> <strong>Gunn</strong><br />
and the “main drive” behind electronic navigation,<br />
particularly due to information which can be used<br />
to enhance decision-making processes on the bridge.<br />
Describing the need for to take an early stance in<br />
planning the changeover to <strong>ecdis</strong>, Mr <strong>Gunn</strong> advised<br />
shipowners to talk to navigation companies such<br />
as his own, to gain a more in-depth understanding<br />
of the process of switching from paper to electronic<br />
navigation methods.<br />
“It’s a fairly complete concept change from<br />
paper folio coverage to <strong>ecdis</strong>,” he said. “We’ve<br />
provided seminars for customers, trying to bring<br />
this information to superintendents and the<br />
message is getting there slowly. I think it’s a case of<br />
acknowledging the need and the mandate – <strong>ecdis</strong> is<br />
going to come in over a phased time scale and the<br />
sooner they start talking to the likes of ourselves and<br />
buying into the concept, looking at how to comply<br />
with the mandate, the better for them.”<br />
In April, <strong>Thomas</strong> <strong>Gunn</strong> Navigation Services<br />
will release Voyager 3 – the third version of the<br />
company’s popular TGNS Voyager, a service which<br />
has been tested and approved by the UK Maritime<br />
and Coastguard Agency and UKHO, in addition to<br />
gaining approvals from a number of flag states. As a<br />
fully automated onboard chart management system,<br />
Voyager gives the mariner a personalised database<br />
of publications, charts and notices to mariners<br />
(NTM) within a clear folio system. Weekly updates<br />
are provided to the ship’s index containing NTMs<br />
and tracings, provided through e-mail or Internet.<br />
Data is sent to the service user via weekly updates<br />
and an emphasis on reducing file sizes is key as file<br />
compression is used and only files of relevance to<br />
the vessel’s chart outfit are supplied.<br />
April will also see the launch of the company’s<br />
TGT e-Data service which provides chart updates<br />
from not just the UKHO but also from the US,<br />
New Zealand, Australia, Canada and Japanese<br />
hydrographic offices. Mr <strong>Gunn</strong> said the company<br />
is also “in discussion with a number of other<br />
hydrographic offices to include their data sets into<br />
our TGT e-Data service”. The service also boasts<br />
a range of additional features including advanced<br />
compression technology, where up to 60 per cent<br />
reduction in file size can be achieved.<br />
Mr <strong>Gunn</strong> described the need for shipping<br />
companies to act on <strong>ecdis</strong> requirements now, “If<br />
they leave it until the last minute, the training<br />
Training will assist navigation officers to create<br />
passage plans using <strong>ecdis</strong><br />
aspect is a huge hurdle which needs to be overcome.<br />
There are more and more solutions out there – we<br />
have products which can help with the transition,<br />
we’ve got the people, the technology and the<br />
understanding so it’s really about buying into<br />
<strong>ecdis</strong> and getting on board now. By speaking with<br />
distributors you can plan ahead.”<br />
In the wake of a widespread move towards<br />
e-navigation, training is also a pertinent concern,<br />
but is the industry doing enough to ensure seafarers<br />
are competent with these new technologies? Mr<br />
Cauter said, “I’m a firm believer that regulation is an<br />
important but blunt tool. The most important thing<br />
is if we can promote the significance, importance and<br />
benefits of training to shipowners and managers,<br />
the market demand will pull this through. With the<br />
model course, IMO has taken an early stance on<br />
recognising the need for training and other bodies<br />
are also spending time thinking about this.<br />
“Training will always need to be personalised<br />
for a particular environment or vessel – that is not a<br />
role for the regulator. Commercially the benefits of<br />
investing in training are clear but personally I am<br />
not happy with the investment made in training<br />
around digital navigation today. I think a number<br />
of shipping companies have taken rather short-term<br />
views but I think we are seeing the people who are<br />
making that investment improve their turnover<br />
of staff. It’s more about trying to encourage the<br />
philosophy of shipping companies to embrace the<br />
benefits of training rather than seeing this as a<br />
regulatory ‘must-do’.” ECDIS<br />
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a complete guide to ECDIS I Summer 2011 I 55
profile<br />
Human dynamo driving<br />
the company forward<br />
Family firm <strong>Thomas</strong> <strong>Gunn</strong> owes<br />
much of its success to the man<br />
whose name is on the building<br />
<strong>Thomas</strong> <strong>Gunn</strong> has the energy, drive and<br />
ambition of at least three people and has led<br />
such an eventful life that the mere mention of<br />
it would exhaust lesser mortals. At the helm of this<br />
family-owned international market leader, <strong>Thomas</strong><br />
<strong>Gunn</strong> inspires a team of more than 140 staff and<br />
spearheads the digital developments within <strong>Thomas</strong><br />
<strong>Gunn</strong> Navigation Services (TGNS).<br />
In his role as managing director this human<br />
dynamo circumnavigates the globe, holding<br />
regular face-to-face meetings with the company’s<br />
worldwide clients and attending a multitude of<br />
industry events to ensure he stays firmly abreast of<br />
latest developments.<br />
Yet he also manages to find time to ski, cycle,<br />
run, sailboard, spend time with his family and<br />
devote time to community groups and charity<br />
events “to give something back”.<br />
This ability to grasp life by the throat and<br />
squeeze every inch out of it has characterised his<br />
maritime career and enabled him to build from<br />
scratch a company which is now<br />
the world’s leading international<br />
agent for Admiralty charts.<br />
It’s a far cry from his early days<br />
in North Shields, Northumberland<br />
where the young Mr <strong>Gunn</strong>, whose<br />
father and grandfather had<br />
served at sea, started his working<br />
life as an apprentice at specialist<br />
navigation instrument maker<br />
Lilley & Gillie.<br />
He gained wide experience in<br />
all disciplines within the company<br />
before choosing to specialise in try to be a leader<br />
<strong>Thomas</strong> <strong>Gunn</strong>: as a company we<br />
navigation and become a compass adjuster. This<br />
led him to complete a foreign going masters’<br />
course at South Shields College, obtaining his<br />
‘ticket’ in London and becoming a qualified<br />
compass adjuster aged just 21.<br />
For Mr <strong>Gunn</strong> it was the allure of going to sea to<br />
calibrate the compass aboard a variety of vessels<br />
which held the biggest attraction. “The <strong>Gunn</strong><br />
family has a long tradition of being involved with<br />
the sea so it was in my blood,” he explained.<br />
But quickly this ambitious young man had a<br />
burning desire to reach out on his own and set up<br />
his own company. At the age of only 22 he moved<br />
lock, stock and barrel with first wife Linda to<br />
Aberdeen, Scotland, where the pair began <strong>Thomas</strong><br />
<strong>Gunn</strong> Navigation Services with Mr <strong>Gunn</strong> calibrating<br />
compasses for the large fishing fleet and growing<br />
number of oil industry-related vessels.<br />
“I’d done a lot of research and realised there was<br />
an opening for someone to work out of the north<br />
east of Scotland,” he recalled. “Moving to Aberdeen<br />
was bold move and at the time people thought I was<br />
mad leaving Northumberland because I had a good<br />
job there. But I was always looking for something<br />
different. You’ve got to do something with your life<br />
– the world’s my oyster!” And, he adds, <strong>Gunn</strong> is a<br />
Scottish surname “so deep down I was going back<br />
to my roots”.<br />
Dedication and drive built<br />
the business. He drove 70,000<br />
miles a year in those early days<br />
developing a customer base while<br />
Linda took care of the financial<br />
and back-office aspects. “It was<br />
interesting times,” enthused Mr<br />
<strong>Gunn</strong>, “I didn’t know anyone at<br />
first. It was flying by the seat of<br />
your pants.<br />
“But that was it, we worked<br />
hard and we never looked back. I<br />
did 11 years with no sick days and<br />
56 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
no holidays – you just<br />
got on with it. But I<br />
enjoyed every minute<br />
of it!”<br />
Work flooded<br />
in. Mr <strong>Gunn</strong>’s ‘can<br />
do’ attitude earned<br />
him industry respect<br />
and built lasting<br />
relationships with<br />
customers. Pretty<br />
soon he found himself<br />
using his navigational<br />
knowledge to help<br />
source charts and<br />
equipment for<br />
customers on the<br />
basis that “you never<br />
say no”, and this led<br />
to the company’s<br />
appointment as a UKHO chart agent in 1981.<br />
Over the years Mr <strong>Gunn</strong> has gathered a loyal<br />
and dedicated team of people who have enabled<br />
him to grow the company from local market leader,<br />
through national success to become an international<br />
force to be reckoned with.<br />
He began by taking on an apprentice of his own<br />
– 16-year-old Martin Goodrum who remains with<br />
the firm 28 years on as a senior compass adjuster<br />
and service engineer. Other staff have served<br />
with the company for up to 25 years each and this<br />
level of commitment enables TGNS to provide its<br />
customers with a knowledgeable and consistentlyhigh<br />
service.<br />
Along the journey <strong>Thomas</strong> and Linda <strong>Gunn</strong> were<br />
joined by experienced and well-respected director<br />
Doug Anderson whose move from London to<br />
Aberdeen represented an important turning point<br />
in the company and enabled Mr <strong>Gunn</strong> to focus on<br />
greater international business development.<br />
Despite years of consolidated growth and<br />
expansion, Mr <strong>Gunn</strong> still leads from the helm<br />
and meets every new employee for an in-person<br />
discussion as part of their induction process as<br />
well as chairing regular team meetings when his<br />
extensive travel plans allow.<br />
Thirty-three years later TGNS is going strong<br />
and developing market-leading <strong>ecdis</strong> technology to<br />
meet modern navigational needs.<br />
Version 3 of TGNS’ Voyager chart management system is due to launch in April<br />
“As a company we try to be a leader,” he explains<br />
with modest understatement. “We have our own<br />
research and development department and our own<br />
IT guys and we have the facility to provide solutions<br />
for our customers.”<br />
While he firmly believes “there will always<br />
be a requirement for regular charts”, Mr <strong>Gunn</strong><br />
has invested significantly in developing the<br />
firm’s digital capabilities. Version three of the<br />
company’s Voyager fully automated on board chart<br />
management system is set to be launched in April<br />
– testimony to his declaration that “you can’t just<br />
stand still”.<br />
This dynamic 56-year-old has no plans to retire<br />
while he still has “a hunger for business and as long<br />
as I’m fit and able to do these things”. However, in<br />
his daughters Emma and Claire and grandchildren<br />
Lucas and <strong>Thomas</strong>, he has a ready-made chain<br />
of succession able to ensure TGNS remains a<br />
family firm at the cutting edge of customer-based<br />
navigational solutions provision.<br />
But today Mr <strong>Gunn</strong>’s hectic life has more balance<br />
and when he’s not in the office or travelling the<br />
globe you can find him on the beach with wife<br />
Cherie and daughter Ellie or running in the Scottish<br />
forests with his dogs – or maybe touring Europe on<br />
his Harley Davison with his biker friends.<br />
One place you won’t find him is asleep in front of<br />
the TV – this dynamo never stops! ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 57
chart management<br />
Chart management<br />
systems – beyond <strong>ecdis</strong><br />
Voyager is a fully automated chart management system<br />
<strong>Thomas</strong> <strong>Gunn</strong> is launching two new<br />
software programs which organise<br />
publications, charts and notices to<br />
mariners into a database<br />
In a world where navigators often have to<br />
work with both electronic chart display and<br />
information systems and traditional paper<br />
charts, <strong>Thomas</strong> <strong>Gunn</strong> Navigational Services (TGNS)<br />
has met the challenge of using advanced technology<br />
to provide British Admiralty corrections for both<br />
systems. Digital transmission of corrections enable<br />
navigators to easily and efficiently update both<br />
<strong>ecdis</strong> and paper charts with the latest information,<br />
dispensing with the unwieldy number CDs and the<br />
burden of time consuming paperwork.<br />
Extensive sea trials of two new products to be<br />
launched this spring are in the final stages and <strong>Thomas</strong><br />
<strong>Gunn</strong>, managing director of TGNS said, “We have<br />
become the leading distributor of Admiralty digital<br />
products in the world, by listening to our clients’ needs<br />
and working closely with them to develop the right<br />
solutions and the most economic solutions. With our<br />
in-house digital products department and our eightstrong<br />
team of IT developers, we have the infrastructure<br />
in place to develop ongoing innovative solutions for the<br />
mariners’ e-navigational needs of the future.”<br />
In April, TGNS will release Voyager 3 – the<br />
third version of the company’s popular TGNS<br />
Voyager Software, a service which has been tested<br />
and approved by the UK Maritime and Coastguard<br />
Agency and UKHO, in addition to gaining approvals<br />
from a number of the world’s leading flag states.<br />
As a fully automated onboard chart management<br />
system, Voyager gives the mariner a personalised<br />
database of publications, charts and notices to<br />
mariners (NTM) within a clear folio system. Weekly<br />
updates are provided to the ship’s index, containing<br />
NTMs and tracings, provided through e-mail or the<br />
Internet. Data is sent to the service user via weekly<br />
updates and an emphasis on reducing file sizes is<br />
key as file compression is used and only files of<br />
relevance to the vessel’s chart outfit are supplied.<br />
Voyager 3 will include all the current functionality<br />
of Voyager 2, but with the additional capability<br />
to receive vessel specific updates for AVCS and<br />
ADP. Furthermore, Voyager 3 will also allow users<br />
to add and remove charts to their index, and<br />
58 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
source: <strong>Thomas</strong> <strong>Gunn</strong><br />
Training – the key to successful transition<br />
With over 30 years in the industry, <strong>Thomas</strong> <strong>Gunn</strong>,<br />
managing director of <strong>Thomas</strong> <strong>Gunn</strong> Navigational Services<br />
(TGNS) is ideally placed to comment on developments<br />
in electronic navigation systems and the benefits that<br />
improved automation and integration can bring. With its<br />
heritage of traditional paper based folio coverage, TGNS<br />
has the specialist knowledge to develop high quality,<br />
cutting edge, electronic onboard chart management<br />
systems and Mr <strong>Gunn</strong> is passionate about the benefits<br />
he has seen to the industry as a whole.<br />
Describing the need to take an early stance in the<br />
changeover to electronic navigation methods he said,<br />
“Improved situational awareness is a massive advantage<br />
to mariners and can significantly enhance decisionmaking<br />
processes on the bridge. We urge shipowners<br />
to talk to navigation data suppliers, such as ourselves,<br />
to gain a more in-depth understanding of the process of<br />
switching from paper to electronic navigation methods,<br />
and the benefits to be realised.<br />
“It’s a fairly complete concept change from paper<br />
folio coverage to <strong>ecdis</strong>. We provide a programme of<br />
training and seminars for our customers and are trying<br />
hard to bring the information to superintendents – the<br />
message is getting out there, but slowly. I think it’s a<br />
case of acknowledging that whilst there is a mandate<br />
to comply with, there is also a genuine need for<br />
heightened awareness, and that very real benefits are<br />
to be gained from embracing these new technologies,<br />
at the same time as understanding the limitations.<br />
Despite <strong>ecdis</strong> coming in over a phased time scale, if it’s<br />
left until the last minute the training aspect will become<br />
a huge hurdle which can’t be tackled overnight.”<br />
“I believe for many navigators there is a fear of relying<br />
on computers as a whole which needs to be overcome<br />
– maybe they aren’t used to them in their private lives<br />
and so find it difficult to welcome them into their working<br />
environment. We need to demonstrate the enormous<br />
benefits that can be gained from the technology – not<br />
only from <strong>ecdis</strong> itself but also from online updates<br />
that are available for both digital and paper based<br />
navigational systems.”<br />
“There are more and more solutions out there – we<br />
have products which can help with the transition, we’ve<br />
got the people, the technology and the understanding so<br />
it’s really about buying into <strong>ecdis</strong> and getting on board<br />
now,” said Mr <strong>Gunn</strong>.<br />
request additional ENCs. 1,600 vessels are currently<br />
subscribed to the Voyager service and demand for<br />
the third version will be strong.<br />
April will also see the launch of the TGNS’ TGT<br />
e-Data service which provides chart updates from not<br />
just the UKHO but also from the US, New Zealand,<br />
Australia, Canada and Japanese hydrographic<br />
offices, with further data sets to be added in the near<br />
Weekly Voyager updates are provided to the<br />
ship’s index<br />
future, regarding paper-based outfits.<br />
TGT e-Data is a fully editable onboard chart<br />
management system which will provide mariners<br />
with a personalised database of charts, publications<br />
and NTMs organised in a convenient folio system,<br />
and supplies weekly updates to the ships index and<br />
NTMs and tracings via e-mail.<br />
<strong>Thomas</strong> <strong>Gunn</strong>, managing director of TGNS<br />
said, “TGT e-Data is a living, breathing product<br />
which will evolve to meet the needs of navigators<br />
worldwide. We are in discussions with a number<br />
of other hydrographic offices to include their data<br />
sets into our TGT e-Data service and believe that<br />
we’ve got a specific market for regions where<br />
there could be operators relying on not just British<br />
products but who also carry data on board their<br />
ships from other regions. Our service also boasts<br />
a range of additional features including advanced<br />
compression technology, where up to 60 per cent<br />
reduction in file size can be achieved, making it<br />
the most technically advanced digital NTM service<br />
available.” ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 59
digest directory ferry<br />
BRAZIL<br />
Fundação Homem do Mar<br />
www.fhm.org.br<br />
CHINA<br />
Headway Technology Co Ltd<br />
www.headwaytech.com<br />
CYPRUS<br />
Uniteam Marine Ltd<br />
www.uniteammarine.com<br />
DENMARK<br />
Danelec Marine A/S<br />
www.danelec-marine.com<br />
Furuno Danmark A/S<br />
www.furuno.dk<br />
Isic A/S<br />
www.isic-systems.com<br />
FINLAND<br />
Aboa Mare<br />
www.aboamare.fi<br />
Unigraf Oy<br />
www.unigraf.fi<br />
FRANCE<br />
Sodena SAS<br />
www.sodena.net<br />
GERMANY<br />
Baytek Industriesysteme GmbH<br />
www.baytek.de<br />
ChartWorld GmbH<br />
www.chartworld.com<br />
Conrac GmbH<br />
www.conrac.de<br />
Interschalt Maritime Systems AG<br />
www.interschalt.de<br />
Kadlec & Brödlin GmbH<br />
www.kadlec-broedlin.de<br />
MSG MarineServe GmbH<br />
www.marineserve.de<br />
MTC Marine Training Center GmbH<br />
www.mtc-simulation.com<br />
Raytheon Anschütz GmbH<br />
www.raytheon-anschuetz.com<br />
Safebridge GmbH<br />
www.safebridge.net<br />
SAM Electronics GmbH<br />
www.sam-electronics.de<br />
SevenCs GmbH<br />
www.sevencs.com<br />
GREECE<br />
Cosmos Nautical Training Centre<br />
www.cosmostraining.gr<br />
Epsilon Hellas<br />
www.epsilonhellas.gr<br />
Vanos SA<br />
www.vanos.gr<br />
ISRAEL<br />
Totem Plus<br />
www.totemplus.com<br />
INDIA<br />
Bibby Ship Management (India) Pvt Ltd<br />
www.india.bibbyshipmanagement.com<br />
JAPAN<br />
Furuno Electric Co Ltd<br />
www.furunodeepsea.com<br />
Japan Radio Co<br />
www.jrc.co.jp<br />
THE NETHERLANDS<br />
Datema Nautical Safety<br />
www.datema.nl<br />
JRC Europe<br />
www.jrceurope.com<br />
NORWAY<br />
Hatteland Display AS<br />
www.hatteland-display.com<br />
Jeppesen<br />
www.jeppesen.com/marine<br />
Kongsberg Maritime<br />
www.km.kongsberg.com<br />
Maris<br />
www.maris.no<br />
DNV Maritime Partner<br />
www.dnvmp.com<br />
Primar<br />
www.primar.no<br />
REPUBLIC OF PANAMA<br />
Islamorada<br />
www.islamorada.com<br />
PHILIPPINES<br />
Idess Maritime Centre (Subic) Inc<br />
www.idess.com<br />
SWEDEN<br />
Adveto AB<br />
www.adveto.com<br />
Consilium Marine & Safety AB<br />
www.consilium.se<br />
Transas Marine International<br />
www.transasmarine.com<br />
UAE<br />
Elcome International LLC<br />
www.elcome.ae<br />
Emirates International<br />
Maritime Academy<br />
www.eima.ae<br />
UK<br />
Blackpool & The Fylde College<br />
www.blackpool.ac.uk<br />
Charity & Taylor<br />
(Electronic Services) Ltd<br />
www.<strong>ecdis</strong>-and-radar.com<br />
ChartCo Ltd<br />
www.chartco.com<br />
Da Gama Navigation Solutions<br />
www.da-gama.co.uk<br />
Ecdis Ltd<br />
www.<strong>ecdis</strong>.org.uk<br />
John Lilley & Gillie Ltd<br />
www.lilleyandgillie.co.uk<br />
Kelvin Hughes Ltd<br />
www.kelvinhughes.com<br />
PC Maritime Ltd<br />
www.pcmaritime.co.uk<br />
South Tyneside College<br />
www.stc.ac.uk<br />
<strong>Thomas</strong> <strong>Gunn</strong> Navigation Services<br />
www.thomasgunn.com<br />
Todd<br />
www.intelligentnavigation.com<br />
VideoTel<br />
www.videotel.co.uk<br />
Warsash Maritime Academy<br />
www.warsashacademy.co.uk<br />
US<br />
Global Maritime and<br />
Transportation School<br />
www.gmats.usmma.edu<br />
Maritime Professional Training<br />
www.mptusa.com<br />
Sperry Marine<br />
www.sperrymarinenorthropgrumman.com<br />
DISCLAIMER: Riviera Maritime Media<br />
Ltd will not be held responsible for any<br />
loss, damage or inconvenience caused by<br />
reliance placed on the data contained in it<br />
or through omission or errors.<br />
60 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
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So! - Give us your question,<br />
and let us together find out, if<br />
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e: sales@isic-systems.com<br />
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a complete guide to ECDIS I Summer 2011 I 61
last word<br />
Why so complicated?<br />
Modern expectations may signal the<br />
future course for <strong>ecdis</strong><br />
by Alan Welcome<br />
Although mandatory <strong>ecdis</strong> is just<br />
around the corner for some sectors of<br />
the industry, only a small proportion<br />
of mariners currently have experience of<br />
using <strong>ecdis</strong> for primary navigation. But this is<br />
changing, and as more companies, ships and<br />
their crews encounter <strong>ecdis</strong>, the more questions,<br />
reservations and concerns emerge. Many of the<br />
specific issues can be encapsulated in the single<br />
catch-all question – why is it so complicated? A<br />
good question too; after all, <strong>ecdis</strong> has been a long<br />
time coming and it wouldn’t seem unreasonable<br />
to expect a mature, user-friendly system at our<br />
present stage of digital development.<br />
But <strong>ecdis</strong> continues to be an awkward issue<br />
and part of the problem surely stems from the<br />
fact that two of the elements fundamental to<br />
its progress operate at vastly different speeds.<br />
While the regulatory wheels, including those at<br />
the IMO, grind very slowly indeed, the scale of<br />
progress in the electronics industry has roughly<br />
followed the spectacular expansion of ‘Moore’s<br />
Law’ suggesting that the number of transistors on<br />
an integrated circuit will double every 18 months<br />
or so. Where is the computer you were using in<br />
November 1995 when the IMO adopted the first<br />
<strong>ecdis</strong> performance standards?<br />
Rarely has bridge equipment generated such<br />
polarised views, though it is probably worth<br />
remembering that radar was initially treated with<br />
deep scepticism by many experienced mariners.<br />
Opinions of <strong>ecdis</strong> range from enthusiastic acceptance<br />
to those who would like to see the mandatory<br />
implementation programme put on hold pending<br />
the resolution of a raft of perceived problems.<br />
Properly used, <strong>ecdis</strong> should be a force for<br />
good, enhancing safety at sea. But nobody can<br />
Shawn Freeman: One suggestion is to tie the antigrounding<br />
parameters to the route plan<br />
seriously imagine that <strong>ecdis</strong> will always be used<br />
properly. Although it is widely understood that<br />
<strong>ecdis</strong> has the facility to provide timely antigrounding<br />
warnings, this is only true if the<br />
operator has configured the system properly.<br />
Furthermore, charting limitations often seem to<br />
present problems in relatively shallow waters<br />
where the functions would deliver the greatest<br />
benefits. Shouldn’t we expect such a system to<br />
default to a safe mode, automatically providing<br />
alarms based on, say, a vessel’s maximum loaded<br />
draught with an additional safety margin and<br />
its manoeuvring characteristics. Furthermore,<br />
provided with vessel specific data, it shouldn’t be<br />
difficult to enable a system to question or reject<br />
inappropriate user settings.<br />
And nobody can ever have suggested that paper<br />
charts are far too big and <strong>ecdis</strong> would be best served<br />
by a much smaller display! The display size was<br />
dictated by the hardware available in the day and it is<br />
one of the main areas of dissatisfaction, particularly<br />
during the voyage planning phase. Bigger displays<br />
are now available at a reasonable price, but how<br />
62 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
long will it be before the minimum size of display is<br />
revised to acknowledge this availability?<br />
Then there is the understandable call for some<br />
level of standardisation to allow personnel troublefree<br />
movement between different makes and models<br />
of <strong>ecdis</strong>. This is countered by the equally reasonable<br />
claims that the combination of standardisation<br />
and regulation would virtually stifle imaginative,<br />
competitive development.<br />
Ecdis seems to be a partially successful attempt<br />
to conflate the time-honed practice of traditional<br />
navigation with a particular take on digital<br />
technology. But shouldn’t there be more to it? How<br />
about the people who will have to work with it<br />
throughout their time at sea?<br />
For a taste of the aspirations of those at the<br />
beginning of their maritime careers I am grateful<br />
to Shawn Freeman (USCG Ret), currently a part<br />
time electronic navigation instructor at the Mid<br />
Atlantic Maritime Academy in Virginia Beach,<br />
Virginia. He says his younger students regularly<br />
comment on the limitations they encounter with<br />
<strong>ecdis</strong>/ENC and they would certainly like to be<br />
dealing with systems much more in keeping<br />
with their wider experience of<br />
modern technology.<br />
“One of the comments I<br />
frequently hear from students<br />
in my <strong>ecdis</strong> course relates<br />
to the information system<br />
element of <strong>ecdis</strong>. They say it is<br />
much easier to pull out a paper<br />
chart to find a relevant chart<br />
note than it is hunting for the<br />
information on an ENC, only<br />
to find out that it references<br />
some other publication.”<br />
One student put it in a<br />
nutshell, saying, “Why can’t I<br />
Google my ENC and ask direct<br />
questions such as, ‘where is<br />
Thimble Shoals Light?’ ‘Where<br />
are the anchorages for this<br />
harbour?’ ‘Which harbour has<br />
these features?’ Instead, I have<br />
to hunt and click to find what<br />
I am looking for.”<br />
Another asked, “Why can’t<br />
the <strong>ecdis</strong> work like the GPS in<br />
Young seafarers are familiar with<br />
iPhone-type technology<br />
my car? I enter my destination, and it spits out<br />
the best recommended route.”<br />
Mr Freeman says the anti-grounding features<br />
also attract criticism. Their limitations have<br />
resulted in annoyance with alarms that are<br />
not relevant. He says this is dangerous as it<br />
introduces a ‘crying wolf’ syndrome which is not<br />
conducive to safe navigation. “One suggestion<br />
is to tie the anti-grounding parameters to the<br />
route plan. Narrow channels don’t require<br />
the same parameters as coastal transits with<br />
undefined channels. When tied to the route, the<br />
parameters could be programmed to adjust to<br />
values appropriate to the circumstances, triggered<br />
by components in the route plan.”<br />
Mr Freeman says that his observations lead him<br />
to believe that an “intuitive system” really means<br />
we want something we are used to and familiar<br />
with. Put another way: how can I use what I<br />
already know to accomplish what I want?<br />
“The younger generation are familiar and<br />
comfortable with Microsoft and Internet type<br />
human interfaces. The speed and availability of<br />
iPhone type applications impress young minds<br />
and demonstrate what they can<br />
expect from their technology.<br />
These are the influences that<br />
shape a young mariner’s notion<br />
of intuitive. Applications such<br />
as Google maps, Google earth,<br />
Google street view and plain<br />
Google search may be the<br />
direction <strong>ecdis</strong> will follow.”<br />
Others are concerned that<br />
the cartographer’s art will<br />
disappear. It should survive, in<br />
the medium term at least, as there<br />
will be a continuing demand for<br />
paper charts. It would be very<br />
satisfying if these skills were<br />
ultimately to be combined with<br />
a far more mature descendant<br />
of <strong>ecdis</strong>/ENC to produce a truly<br />
elegant, intuitive navigational<br />
environment, supporting all<br />
navigational techniques and<br />
encouraging a pro-active<br />
approach to the conduct of<br />
ships. ECDIS<br />
www.rivieramm.com<br />
a complete guide to ECDIS I Summer 2011 I 63
abbreviations & acronyms<br />
Abbreviations and<br />
acronyms<br />
Useful abbreviations and acronyms, most of which are used in this guide<br />
AIS<br />
automatic identification system<br />
ARCS<br />
Admiralty raster chart service<br />
arpa<br />
automatic radar plotting aid<br />
AVCS<br />
Admiralty vector chart service<br />
BWT<br />
ballast water treatment<br />
CCRP<br />
consistent common reference point<br />
CIRM<br />
international radio maritime committee<br />
COC<br />
certificate of competence<br />
Colregs<br />
international regulations for<br />
preventing collisions at sea<br />
DGPS<br />
differential GPS<br />
DR<br />
dead reckoning<br />
dwt<br />
deadweight tonnage<br />
<strong>ecdis</strong> electronic chart display and information system<br />
ECS<br />
electronic chart system<br />
ENC<br />
electronic navigational chart<br />
eLoran<br />
enhanced long range navigation system<br />
FSA<br />
formal safety assessment<br />
GIS<br />
geographic information system<br />
Glonass<br />
global navigation satellite system<br />
GMDSS<br />
global maritime distress and safety system<br />
GNSS<br />
global navigation satellite system<br />
GPS<br />
global positioning system<br />
GT<br />
gross tonnage<br />
HMI<br />
human machine interface<br />
HO<br />
hydrographic office<br />
HSC International code of safety for high-speed craft<br />
IACS International Association of Classification Societies<br />
IBS<br />
integrated bridge system<br />
ICS<br />
International Chamber of Shipping<br />
IEC<br />
International Electrotechnical Commission<br />
IHO<br />
International Hydrographic Office<br />
ILO<br />
International Labour Organisation<br />
IMO<br />
International Maritime Organization<br />
IMO course 1.27<br />
Standardised model course on the<br />
operational use of <strong>ecdis</strong><br />
INS<br />
integrated navigation system<br />
ISM<br />
International Safety Management Code<br />
MAIB<br />
Marpol<br />
MCA<br />
MGN<br />
MIO<br />
MNTB<br />
MSC<br />
NARAS<br />
Navtex<br />
NI<br />
NMEA<br />
NOAA<br />
OMBO<br />
OOW<br />
P&I club<br />
PMS<br />
PSC<br />
RCDS<br />
RENC<br />
RNC<br />
S-mode<br />
SENC<br />
SMC<br />
Marine Accident Investigation Branch (UK)<br />
marine pollution convention<br />
Maritime and Coastguard Agency (UK)<br />
marine guidance note<br />
marine information overlay<br />
Merchant Navy Training Board<br />
(IMO) Maritime Safety Committee<br />
navigation radar and ARPA simulation<br />
navigational and meteorological<br />
warning broadcast service<br />
The Nautical Institute<br />
National Marine Electronics Association<br />
National Oceanic and Atmospheric<br />
Administration (US)<br />
one man bridge operation<br />
officer of the watch<br />
protection and indemnity club<br />
planned maintenance system<br />
port state control<br />
raster chart display system<br />
regional ENC co-ordination centre<br />
raster navigational chart<br />
simplified or standard mode<br />
system electronic navigation chart<br />
safety management certificate (ISM Code)<br />
Solas (international convention for the) safety of life at sea<br />
STCW (international convention on) standards of training,<br />
certification and watchkeeping<br />
T&Ps<br />
temporary and preliminary notices<br />
UKC<br />
under keel clearance<br />
UKHO<br />
United Kingdom Hydrographic Office<br />
UKMPA United Kingdom Maritime Pilots’ Association<br />
UPS<br />
USCG<br />
VAR<br />
VDR<br />
VHF<br />
WEND<br />
uninterruptible power supply<br />
United States Coast Guard<br />
value added reseller<br />
voyage data recorder<br />
very high frequency<br />
worldwide electronic navigational database<br />
64 I a complete guide to ECDIS I Summer 2011 www.rivieramm.com
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support as well as folio<br />
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Elcome is your one-stop-shop<br />
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+971 (0) 4 8121333<br />
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