2016 A supplement to Marine Electronics & Communications

The complete guide to

Shipowners should contact their ecdis manufacturer to start the

transition to the updated ecdis standards
Tom Mellor, chairman of IHOs electronic navigational chart working group, see page 8
2016 contents

25

11 Regulars
5 Introduction

Implementation
6 Shipowners need to ensure their onboard ecdis are updated to IHOs latest
standards and officers are retrained ready for the September 2017 deadline
7 Timetable for ecdis carriage requirements on existing ships; Electronic
navigational charts explained

14 Regulations and standards

8 Ecdis manufacturers are working with class societies to type approve updated
systems to the new IHO and IEC standards

E-navigation opinion
10 A new forum seeks to give mariners a proper say in the design and
development of bridge equipment
11 IMO progresses with display harmonisation

27 Operator feedback
12 Intertanko calls for ecdis to be made less complex for navigators
13 Norbulk Shipping deploys ecdis on tankers it technically manages
14 Carisbrooke Shipping reaps the time and money benefits from ecdis
15 Teekay deploys paperless navigation on shuttle tankers

Safety
16 Seafarers should not rely wholly on technology to minimise the risk of ship
groundings and collisions

For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
contents
The complete guide to

Cyber security Published April 2016

19 Ecdis Ltd trials Abatis anti-malware software on its ecdis simulators Editor: Martyn Wingrove
t: +44 20 8370 1736
e: martyn.wingrove@rivieramm.com

Statistics Consultant Editor, Navigation: Alan Welcome

t: +44 7989 203105
20 VesselsValue.com data highlights the challenge of deploying ecdis across e: alan.welcome@rivieramm.com

the global dry bulk and container ship fleet Sales Manager: Paul Dowling
t: +44 20 8370 7014
e: paul.dowling@rivieramm.com

Solutions Sales: Jo Lewis

t: +44 20 8370 7793
23 Transas was one of the first to gain approval for its updated ecdis e: jo.lewis@rivieramm.com
24 Triple ecdis for paperless navigation; benefits of updating systems
Head of Sales Asia: Kym Tan
25 Part of an integrated bridge system t: +65 9456 3165
e: kym.tan@rivieramm.com
26 Planning ahead for future developments
28 Ecdis designed to prevent collisions Production Manager: Richard Neighbour
t: +44 20 8370 7013
29 The latest models and user interfaces e: richard.neighbour@rivieramm.com

Subscriptions: Sally Church

t: +44 20 8370 7018
Voyage planning e: sally.church@rivieramm.com

30 Passage planning should include weather routeing Chairman: John Labdon

31 Pay-as-you-sail ENC services are cost efficient Managing Director: Steve Labdon
Finance Director: Cathy Labdon
Operations Director: Graham Harman
Editorial Director: Steve Matthews
Executive Editor: Paul Gunton
Communications Head of Production: Hamish Dickie
32 Online applications are coming for route planning Published by:
Riviera Maritime Media Ltd
Mitre House
66 Abbey Road
Training Enfield EN1 2QN
UK
34 Type-specific training will be mandatory under STCW
35 Training providers should be an integral part of ecdis implementation
36 E-learning opens training to seafarers on ships
38 Transas adds Get-Net partnership to its Academy
www.rivieramm.com
39 Kongsberg unveils distance learning service
ISSN 2055-5180 (Print)

2016 Riviera Maritime Media Ltd

Ship positioning
40 New technologies offer greater resilience, accuracy, integrity and availability
to ship positioning, and redundancy to GNSS services

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It matters to us

We strive to supply
Safety Through Education because
well-educated navigators with in-depth knowledge about
Visit us at
the equipment onboard is an indispensable factor to ensure
safety at sea. We have arranged various training courses
that combine both theoretical and practical trainings on
navigation and communication equipment. Hall 1, stand no. 202

At the end of the day, it is our vested interest, for we would

like to contribute to the global maritime safety. It matters
to us all.
FURUNO ELECTRIC CO., LTD.
www.furuno.com
 4K U
H
D

55 CHART TABLE
Series X - Mult
Multi
t i Vision Display (MV
(MVD)
V D)

KEY FEATURES Preliminary 2016. Contact Hatteland Display for updates.

GA inputs
4K UHD - DisplayPort (DP), HDMI, DVI & VGA Console mount Option
LED Backlight Technology Wall mount Option
Full Dimming 100% Flat Desk Mount Option
Multi-Touch Option Adjustable Floor Stand Option w/integra
ated Computer
w/integrated
Superior Optical Bonding Option ECDIS & Radar Compliant
Resolution at 3840 x 2160 (4K) EN60945 Tested and Type Approved (pending)

INNOVATIVE LARGE SIZES IN 2016 !

32 DISPLAY
Series X - Multi Vision Displayy (MVD)

KEY FEATURES
4K UHD - DisplayPort (DP), HDMI, DVI & VGA inputs ECDIS & Rada
Radarr Compliant
LED Backlight Technology Console or Wa ll Mount Option
Wall
Full Dimming 100% EN60945 Tested
ed and Type Approved (pending)
Glass Display Control
Multi-Touch Option Ideal for ship navigation, automation, cameras
Superior Optical Bonding Option and security systems.
Resolution at 3840 x 2160 (4K)

Shipping is addressing
the challenges of ecdis
implementation
Martyn Wingrove, Editor
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
W
elcome to this years edition
of Marine Electronics &
Communications The Complete
Guide to Ecdis, which outlines the latest trends,
challenges and solutions in digital navigation.
Shipping is in the middle of phasing in IMOs
ecdis mandatory carriage requirements. The
majority of passenger ships have been using
ecdis and electronic navigational charts (ENCs)
for several years, and tanker operators have
been installing systems over the past few years.
Now is the turn of dry cargo ships.
From 1 July this year, container ships and
bulk carriers of more than 50,000gt will have
to start carrying and using ecdis and ENCs.
Owners have until the first survey of the ship
after 1 July to install ecdis. For dry cargo ships
between 20,000gt and 50,000gt, there is
another year. Owners of ships between 10,000gt
and 20,000gt have until the first survey after 1
July 2018. As can be seen from VesselsValue
data (see page 20), there is a sizable fleet of dry
cargo ships (more than 3,500 over 50,00gt and
8,000 between 20,00gt and 50,000gt), many
of which do not have ecdis on board. Owners
also need to consider that all ships need to have
back-up arrangements for navigation should
the main ecdis be compromised. Thus, it is a
substantial challenge for the manufacturers to
supply this amount of equipment, especially
retrofit systems.
It is not just about installing ecdis though.
There are also the training requirements of
the Standards of Training, Certification and
Watchkeeping (STCW). Seafarers need to be
trained specifically in the systems on board
the ships they work on. From the start of next
year this will be a mandatory requirement
under STCW regardless of flag (see page 34).
There are a number of methods of meeting the
training requirement.
Many seafarers receive generic and type-
INTRODUCTION | 5
specific ecdis training in academies and
on simulators. But an increasingly popular
method is using e-learning solutions to provide
familiarisation training.
However, shipowners should not just install ecdis
to comply with IMO regulations. There are clear
benefits with implementing paperless navigation
as ship operators discuss in this publication.
Representatives from Norbulk Shipping, Teekay
Offshore Partners and Carisbrooke Shipping explain
the navigational safety and time-saving benefits of
ecdis. Johan Gahnstrm, a senior marine manager
with tanker operator association Intertanko offers
his view on some of the issues and challenges with
ecdis (see page 12).
One of the challenges for shipowners
that have already invested in ecdis is
keeping their systems and portfolios of
ENCs updated. This has been made harder
by the introduction of new standards from
the International Hydrographic Organization
(IHO), which include a new edition of the
presentation library for ecdis and other
software changes.
When we started writing this years
Complete Guide to Ecdis, manufacturers
were busy updating their system software
and working with classification societies to
get them type approved. Shipowners had the
daunting task of having to update their ecdis
units with the latest software to be compliant
for when IHOs new standards came into force,
which was 1 September this year.
They now have more time after the IMO
extended the transition period for software
updates to existing ecdis units for one year
to 31 August 2017. This gives shipowners the
opportunity to not only update ecdis, but to
introduce new electronic navigation features,
for paperless voyage planning and navigation.
Now is the time to invest in ecdis to reap the
operational benefits. ECDIS
6 | IMPLEMENTATION
Dry cargo ship ecdis
deadline is looming
Shipowners need to ensure their onboard
ecdis are updated with IHOs latest
standards and officers are trained ready
for the September 2017 deadline
N
ow is the time for owners of dry bulk carriers and
container ships to implement a strategy for deploying
and utilising ecdis across their fleets. Ecdis is already
widely used in passenger shipping and most tanker owners
have been deploying systems on their existing vessels. It is
essential that ships also have a back-up ecdis, as part of the
bridge network. It is also important that officers are trained
in the use of ecdis on board the ships on which they are
The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com
Seafarers receive type-specific training on simulators at Ecdis Ltd
employed, and that they can show they are familiar with the
main navigational functions.
IMOs Solas mandatory carriage regulations state that all
new passenger ships of more than 500gt, tankers larger than
3,000gt and dry cargo ships of more than 3,000gt should have
ecdis. Shipowners should be aware that IMO ecdis carriage
rules are coming into force for existing ships, too (see Table).
They are already in force for passenger ships of more than
500gt, and tanker owners had to ensure ecdis was installed
on existing ships of more than 3,000gt no later than the first
survey after 1 July 2015.
Operators of container ships and dry bulk carriers of more than
10,000gt have to consider ecdis installations, some starting this
year. Owners with dry cargo ships of more than 50,000gt need
to install ecdis no later than the first survey after 1 July this year.
Many shipowners are driving ahead with the necessary investment
in ecdis. According to recent United Kingdom Hydrographic Office
statistics, more than half of all internationally trading Solas vessels
over 3,000gt are now using electronic navigational charts (ENCs),

either as their primary means of navigation or, in the majority of
cases, as a back-up to paper charts.
It is not enough just to install ecdis on these ships. Owners
also need to train bridge teams in its use through generic
courses that follow IMO model course 1.27. Following the 2010
amendments to the Standards of Training, Certification and
Watchkeeping (STCW), all officers that are using ecdis on board
ships need to have the right certification that shows they have
received generic and type-specific ecdis training. There has been
a multi-year period for shipowners to ensure they are compliant
with these regulations, which will be enforced from the beginning
of January 2017. Deck officers will then need to show port state
control (PSC) inspectors that they have the correct training to use
ecdis for safe navigation. This includes familiarisation training on
the models that are in use on board.
Shipowners also need to ensure ecdis is loaded with the
latest software version and updated ENCs, in order to remain
compliant. PSC inspectors are increasingly checking that this is
correct during their ship visits. Owners also need to be aware
that all onboard ecdis should be upgraded to meet the updated
standards from the International Hydrographic Organization (IHO)
and the International Electrotechnical Commission (IEC). These
were introduced last year as a way of reducing the number of
alarms that bridge teams have to deal with and to improve ENC
presentation on ecdis. Manufacturers are working with class
societies to secure type approval for their latest models.
Manufacturers are also developing software patches that can
be installed on ecdis that are already in use on ships, to update
them to the IHO and IEC standards. These need to be ready
and implemented by 1 September 2017. Owners should consider
the time it takes to retrofit a large fleet with ecdis. According to
ChartCo sales and marketing manager Robert Corden it could
take up to two years for a fleet of 100 ships to be retrofitted,
without affecting trading schedules. These upgrades could cost
up to US$10,000 per vessel, including the follow-up training
and support.
Other considerations for owners include flag state and
compliance documentation, digital publication updates, passage
planning and bridge procedures. Mr Corden said a shipping
companys bridge procedures and safety management system
would need to be rewritten to cover the new procedures that are
required to license, update and navigate with digital products
and services.
Ecdis and ENCs are much simpler to supply and update than
paper charts. With most ecdis units, it is possible to download
files and transfer ENC updates using a memory stick, then press
a button and all the navigational charts and publications are
updated. It is also possible to receive flag state regulations in
digital form and have them updated on a regular basis. This
is available through a service such as Regs4ships, which is
accepted by 22 flag states as the equivalent of carrying the
paper publications.
There are many benefits from using ecdis as a primary
means of navigation. Operators have reported improvements in
navigational safety from using ecdis. The automated method of
updating ENCs is less time consuming than paper chart updating,
which gives bridge officers more time for watchkeeping.
Ecdis Ltd chairman Nick Lambert thinks ecdis has become
an essential part of modern navigation that is driving the
development of e-navigation processes. Ecdis is the focal point
for integrated bridge design, a means for automatically sharing
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
IMPLEMENTATION | 7
TIMETABLE FOR ECDIS CARRIAGE
REQUIREMENTS ON EXISTING SHIPS
ship type size Existing ships no later than
the first survey after:
Tankers >3,000gt 1 July 2015
Dry cargo ships >50,000gt 1 July 2016
Dry cargo ships 20,000- 1 July 2017
50,000gt
Dry cargo ships 10,000- 1 July 2018
20,000gt
There are no retrofit requirements for existing dry cargo
ships of <10,000gt
information between ships, ports and harbours, and vessel
traffic services, he said. It is enabling a complete review of
sea going processes and procedures, and it is becoming a
ubiquitous, indispensable tool.
He added that a greater number of officers are trained and
familiar with ecdis processes, which means shipowners can
increasingly rely on their crews to operate ships safely. The ecdis
mandation process is firmly underway. Navigators are increasingly
comfortable with the technology, and sea going and shore-based
operators are using these digital navigation systems for purposes
that were not originally envisioned.
Ecdis is more than just a machine for displaying ENCs.
There is much more information within ecdis than the chart
itself and there are different functions, such as overlaying
radar, or weather information. ENCs can also be used on
voyage planning stations with functions including distance
tables, planning routes with minimum fuel consumption levels,
and avoiding emission control areas. As the technology
develops further, more functions and information will be
available for display.
ENCs explained
To be compliant with IMO requirements, ecdis should display
Solas-recognised electronic navigational charts (ENCs). These
contain all the chart information necessary for safe navigation.
ENCs may also contain supplementary information that may be
considered necessary for safe navigation. This means that ENCs
should be official vector charts conforming to the specifications of
the International Hydrographic Organization (IHO) and issued
by a national authority. IHO member nations are responsible for
producing ENCs of their own waters and updating them.
There are two regional ENC co-ordinating organisations that are
responsible for validating ENCs, their formats and distribution. These
are the UK-based International Centre for Electronic Navigational
Charts (IC-ENC) and Primar of Norway. In areas where official
vector charts are not available, ecdis can display raster navigational
charts (RNCs) that are digitally scanned copies of official paper charts
issued by national hydrographic offices. When using RNCs, there
must be an appropriate folio of up-to-date paper charts. ECDIS
8 | REGULATIONS & STANDARDS
IMO extends new ecdis
standards to 2017
Ecdis manufacturers are working with class societies to type approve
updated systems and will begin to upgrade existing units on ships
Tom Mellor: Updated IHO
S-52 standard will deliver
new functions
The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com
S
hipowners will need to update software
on existing ecdis before September
2017, as the International Hydrographic
Organization (IHO) has introduced new
standards. Ecdis manufacturers had been lobbying
the IMO, through industry association Comit
International Radio-Maritime (CIRM) and
IHO, to delay the requirement to comply with
new ecdis standards. IMO has reacted by giving
owners one more year to comply.
The IMO sub-committee on Navigation,
Communications and Search and Rescue (NCSR)
has extended the transition period for software
updates to existing ecdis units for one year to
31 August 2017. The NCSR accepted IHOs
proposal to give all shipowners using ecdis more
time to obtain the correct software updates to
the new IHO S-52 presentation library standard.
Owners would then ensure their compliance
with the guidelines on the maintenance of ecdis
software that is contained in IMO circular MSC
1.circ 1503 from the Maritime Safety Committee.
Most suppliers have been developing ways
to update the software and hardware on existing
ecdis units so owners can remain compliant.
They are also working with classification
societies to type approve updated models for
new installations. Some manufacturers, such as
Transas, have announced that they are ready with
type approved systems and software updates to
ensure their systems meet the requirements. But
many are not yet ready.
The IHO has introduced new standards for
presenting electronic navigational charts (ENCs)
on ecdis. These were introduced to address the
problem of anomalies on ENCs and the different
approaches that ecdis systems use to display the
charts. The IHO has also addressed concerns
from the shipping industry about the high
number of alarms emanating from ecdis, which
were so frequent that they were ignored by bridge
crew. This meant that important safety alarms,
which could prevent ship groundings, were also
being ignored.
The new IHO standards were published
in August 2015. They include version 4.0 of
S-52, which specifies chart content on ecdis as
a new presentation library, S-63 an updated
protection standard and S-64, which is a new
test data set. Ecdis units also need to meet new
standards from the International Electrotechnical
Commission (IEC). These are IEC 61174, the
testing standard for type approval of ecdis, and
IEC 62288, the standard for the presentation of
navigation information. The chairman of IHOs
ENC working group, Tom Mellor, said the
updated S-52 standard will deliver new functions
on ecdis. He is also head of manufacturer support
and digital standards at the United Kingdom
Hydrographic Office.
We have been able to alleviate the imminent
pressure on shipowners and the overall supply
chain by extending the time available for shipping
companies to upgrade their ecdis software to
the new IHO presentation library edition 4.0,
he said. Shipowners are encouraged to contact
their ecdis manufacturer to start the transition to
the updated ecdis standards, in order to ensure a
smooth switchover, and to take advantage of the
benefits that the new editions will bring to the
bridge. Whilst there is more time available, the
upgrade requirements will vary between different
ecdis makes and models, so it is important
that owners work together with their ecdis
manufacturers to identify the steps that need to
be taken for all ecdis systems across their fleet.
CIRM president and Jeppesen director of
maritime services Michael Bergmann said owners
need time and investment for the updates. Older
ecdis may need to be replaced if they are not
capable of having the new software installed,
and this is expensive and time-consuming, he
 REGULATIONS & STANDARDS | 9

explained. Shipowners will also need to train Nacos Platinum ecdis units, including EcdisPilot
navigators on a new ecdis or new software. Platinum and EcdisPilot Basic, to the latest
Transas training manager Sren Lbbert said this IHO standards via a software update. This covers There are 10,000
would increase demand for retraining because models installed in the last five years. For earlier ships to be upgraded
of the changes in functions. Many changes will ecdis models, Wrtsil is developing software
not be seen by the user, but there are changes to updates to ensure these comply with the new by September 2017
functions, such as alarm management and route IHO standards.
plan alarming, he said. He added that there Northrop Grumman Sperry Marine said
will be a default display mode that should give it had set up a working group to update
seafarers standard settings on ecdis. software on its VisionMaster FT Ecdis and
He explained that there will be new rules on Ecdis-E models to ensure they were ready for
alarm management. There will be a new category the September IHO deadline. The company
for alarms that reduces the number of sounding recommends that an approved service engineer
alerts, which should tackle the problem of officers goes on ship bridges to oversee an update to
ignoring alarms. There will be colour codes to the ecdis software and hardware to minimise
alerts. Red will be a visible and audible alarm that disruption to the vessels operations. Adveto
needs immediate action. Orange will be a visual was working with DNV GL to be able to
warning that needs attention, and yellow will be offer an upgraded Ecdis-4000 version in good
a visual caution that needs to be addressed in due time to make the necessary updates before
course. A warning can be upgraded to an alarm September 2017. ECDIS
if it is not acted on, said Mr Lbbert The alert
colour code will go on the screens, so it will be
easy to see the alarms, warnings and cautions. For
example, the overscaling indicator and the not STANDARDS COMING INTO FORCE SEPTEMBER 2017
real-time alert will be on the screen. Ecdis will
also indicate if the safety contour is changed.
Transas was one of the first to announce
it was ready for the new IHO standards. In
January it gained type approval from Norwegian
IEC 62288 -
classification society DNV GL for its latest S-52 - ecdis
presentation
version of the Navi-Sailor ecdis. DNV GL issued presentation
official certificates for the Transas Navi-Sailor
of navigation
library
4000 ecdis following extensive testing. This information
ensured that this ecdis type met the new IHO
editions of the S-52 and S-64 standards, as well
as the IEC 61174 standard. Transas is thus ready
for the mandatory requirements coming into
force, said chief executive Frank Coles.
Maintaining a quality certified ecdis is critical
for the future of the safety of navigation, said
Mr Coles. Transas intends to lead in this respect. IHO and IEC standards
Companies should choose their supplier with
care or they could find the ecdis on board is not
compliant going forward. Transas is ready to
upgrade all systems in an easy and cost-effective
way, with the majority of existing systems only
needing a software update.
Danelec Marine received type approval from
DNV GL for its DM800 ecdis G2 at the end of
November 2015. The certificate means that the S-63 - protection IEC 61174 -
model meets IHO standards S-52 and S-64 and standard testing standard
the IEC 61174 standard. Danelec chief executive
Hans Ottosen said all existing DM800 G1 and
G2 models can be upgraded free of charge. In
addition, our new type approved DM800 ecdis
G2 platform will enable future software upgrades
to be made by the crew aboard ship, he said. S-64 - new test
Wrtsil Sam Electronics revealed in March data set
that it had received approval from DNV GL that
its current series of Nacos Platinum ecdis meets
these standards. It is ready to upgrade existing

For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
10 | E-NAVIGATION OPINION

FORUM LAUNCHED
TO INFLUENCE
E-NAVIGATION DESIGN
A new initiative seeks to
give mariners a proper
say in the design and
development of the
bridge equipment they
will be soon be using

by Alan Welcome

A
t the International e-Navigation
Underway Conference* in
February this year, The Nautical
Institute and Comit International
Radio-Maritime (CIRM) launched
the CIRM User Feedback Forum. This
is a joint initiative that is intended to
improve the usability of navigation and
communications technology on board
ships, by making it easier for mariners to
have a say in its design and development.
This is good news for the ecdis and
e-navigation industry. Mariners are well
known for the can-do approach they bring
to their work. Unfortunately this has often
involved making the best they can of
ships and equipment that are inadequate
including bridge equipment and control
systems. This is not to say that they have
been presented with equipment that does
not work as designed, but that the design
process has often lacked consideration of
the end user.
Design flaws can be very basic for
example, there may be fiddly, confusing
controls or over-bright indicator lamps
that interfere with night vision. But
problems can be far more deep-seated.
Delegates discussed ecdis design issues at the
International e-Navigation Underway Conference
Mariners have been given integrated
systems offering functionality that
designers and manufacturers believed
would be beneficial, but delivered by
complex human-machine interfaces that
are not intuitive. The problems brought
about by cascades of alarms are well
known. There was a time when a bridge
could rapidly become a noisy, confusing
and disturbed environment, with the
root cause difficult to determine and
personnel distracted from their primary
functions of safe navigation and effective
collision avoidance. These problems were
recognised in hindsight and much has
been done that is aimed at improving
the situation.
However, with the proper input from
the right people at an early stage, it should
be possible to minimise the operational
issues associated with new or upgraded
products. There is no group of people
better qualified to help steer the design of
bridge equipment than the professionals
who will have to use it. They can take
a holistic view of the equipment, seeing
beyond its functionality by envisaging
it in their working environment and,
where appropriate, integrated with other
equipment and systems.
The Nautical Institute director of
projects, David Patraiko, has endorsed the
concept of human centred design, which
asks users what they think at each stage
of the design. He said: Many mariners
are keen to offer feedback into the design
process but struggle to identify how to
do this.
CIRM chief technical officer Richard
Doherty said that CIRM members are
willing to listen to end users, and will
need to demonstrate this willingness as

The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com

outlined in the IMO Guidelines on Human
Centred Design (HCD) for e-navigation.
Applying HCD is a key goal of IMOs
e-navigation strategy. Crew-centred design
and operation of ships and ship systems
have also been the subject of the recent EU
funded human factors project, CyClaDes.
If successful, the CIRM User Feedback
Forum will bring together willing seafarers
and interested manufacturers to ensure that
designs are validated using human-centred
design principles.
The Nautical Institute will encourage
mariners from around the world to
register as potential beta testers for CIRM
members research and development
projects. The process is free for seafarers
and confidential for the manufacturers.
Training centres are also invited to become
involved and to form relationships with
manufacturers interested in running trials.
Mariners gain by being able to
preview, understand and influence new
designs. Mr Patraiko said that mariners
often challenge why, or even how, certain
IMO progresses with display harmonisation
Efforts by IMO to improve harmonisation
of displays of navigational information
provided by integrated navigation
systems (INS) or received via shipborne
communications equipment appear
to be moving in the right direction,
writes Aline De Bievre. Its recent
sub-committee on Navigation,
Communication and Search and Rescue
(NCSR) meeting gave general support
to proposals from China and Norway on
how to create standardised interfaces
for information transfer.
The work is being undertaken to
facilitate the implementation of the five
e-navigation solutions on which IMO has
agreed to focus. It extends to adding
new modules to the existing performance
standards for INS (resolution MSC.252(83)).
The target completion deadline of 2017
is driven by the urgent need to reduce
complexity and information overload on
the ship bridge, and thus avoid human
error without inadvertently affecting
mandatory navigational tasks.
A presentation hosted by Intertanko
on a major P&I clubs experience of the
safety risks that emanate from the many
different types and often bewildering
features of ecdis equipment left little
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
David Patraiko: The forum is a golden
opportunity for all mariners and trainers
doubt in delegates minds about what
was required. Views were expressed
that it may also be necessary to have
a functionality that distinguishes critical
navigational information from ordinary
business information.
Work on a standardised, or S-mode,
of operation for shipboard navigational
equipment is not scheduled to start
formally until 2018 under IMOs existing
e-navigation work programme. However,
Australia has been leading preliminary
work on how the development of an
S-mode may guide the creation of
standard displays and user interfaces. Its
delegation reminded NCSR not to lose
sight of the strong link to other agreed
e-navigation work items, such as the
development of additional INS modules. It
is important that all this work progresses
in a co-ordinated and aligned way,
Australias representative stressed.
There was wide support at NCSR for
the need to follow the S-100 data model
adopted by the International Hydrographic
Organization (IHO). In this context, the
IHO made two points. First, the possible
simultaneous display of different data
products on electronic navigation charts
may require the amendment of IMOs
E-NAVIGATION OPINION | 11
design features have been developed. The
forum provides an opportunity for them
to get involved with the design before it
ends up on their ships. This is a golden
opportunity for all mariners and trainers
to improve the design of systems they
may have to use in the future, while
enjoying the process of working with
the design teams, he said. The Nautical
Institute plans to publish case studies
from these trials, spreading the benefits to
the whole industry.
CIRM and The Nautical Institute have
invited the industry to promote the forum
and encourage users to register so that it
can make a positive contribution to future
navigation and communications systems.
Many will hope the initiative will have
a demonstrable beneficial influence on
bridge operations.
*The conference was held on board
the cruiseferry Pearl Seaways sailing
between Copenhagen in Denmark and
Oslo in Norway
ecdis performance standards (resolution
MSC.232(82)).
IHOs second point was that the
S-100 interoperability specification it is
developing may need to be referred to
the IMO-IHO harmonisation group on data
modelling. This group had been previously
authorised by the Maritime Safety
Committee, and could be reactivated to
ensure the proper co-ordination of the
related activities of the two organisations.
The International Electrotechnical
Commission (IEC) provided an update
on its progress with the preparation
of relevant IEC standards for maritime
navigation and radiocommunication
equipment and systems. This includes
a new edition of Standard IEC 61162-1
pertaining to digital interfaces and a new
Standard IEC 62940 for an integrated
communication system. The latter would
specify operational and performance
requirements, methods of testing, and
required test results for a human-machine
interface to allow operation of the
communications equipment, designed
so that it can be made available on a
bridge workstation, either dedicated
to communications or as part of a
multifunction display. ECDIS
12 | OPERATOR FEEDBACK

Ecdis should be less

complex for navigators
Intertanko senior marine manager Johan data but without displaying
excess information. He
Gahnstrm sets out industry concerns about continued: We need to design
ecdis, while Norbulk Shipping UK manager equipment to help our officers.
Mark Myles describes the benefits and challenges We need technology to help
them navigate safely. We need
of implementation the equipment to combat
complacency and fatigue, to
keep mariners active.
He also said there were
simulators for ecdis stability,
he added. There could be
considerable problems with
updating software on older
ecdis systems. Five year old
machines are good at running
five year old software, but
they may not be able to run
the latest software. So there
are systems on ships that do

E
concerns about the stability of not have software patches or
cdis should be less devices, and the equipment ecdis after software updates, antivirus installed.
complex and designed can make them complacent. following reports that some Other concerns that Capt
to be more user- Capt Gahnstrm suggested systems fail to operate Gahnstrm highlighted were
friendly, to prevent seafarers that ecdis should be designed correctly when patches and the differences between
being overwhelmed by the to prevent this complacency. updates are installed. We various makes and models
information. These devices and Ecdis and ENCs should need to look at smart systems of ecdis, and the threat
electronic navigational charts enable navigators to visualise that use software that is of viruses infecting these
(ENCs) need to help bridge the essential navigation developed and tested in machines. We should
teams navigate safely and not
hinder their operations.
These were some of
the messages from tanker
operator association
Intertankos senior
marine manager Johan
Gahnstrm. He said that
ecdis manufacturers have
added more information
and complexity to ecdis
than many mariners wanted.
But he also wants the
ecdis industry to consider
designing smarter systems
that have software and
functions that provide useful
information to seafarers
during mooring operations.
Navigators have complex
tasks to perform, so we need
to help them as much as
possible, he commented.
We must remember that
we are helping the seafarer
to prevent groundings and Superintendents can provide technical support to bridge
collisions. But they can rely teams from the shore (credit: Norbulk Shipping)
too heavily on navigation

The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com
 OPERATOR FEEDBACK | 13

ECDIS ACTION PLANS

Focus on Prevent Reduce Consider Design Enable Integration

Reduce ecdis essential complacency variations standard smarter access with pilot
complexity navigation data & fatigue in ecdis modes solutions to pilots portable units

According to Intertankos Johan Gahnstrm

use industry best practice,
with a common language
and understanding during
navigation operations. We
should also consider standard
modes. Manufacturers should
work with IMO to reduce the
variations in ecdis.
However, there are times
when different types of
information should be included
on ecdis, especially around
ports or in busy shipping
lanes. This is often the time
when pilots come on board
to assist with navigation and
berthing. They often have
their own portable devices
that have higher resolution
navigational charts installed,
but they are not usually
able to interface these with
the bridge systems. Capt
Gahnstrm thinks this should
be addressed.
We need to have
solutions that enable pilots
to use the ship equipment.
Manufacturers need to come
together and allow pilots to
use the information on board.
It would also be beneficial to
enable ship ecdis to display
information that is within the
pilot portable units. He said:
It would also be good to
have more high scale ENCs,
especially for harbour charts
for mariners. We also need
mooring bollards to be shown
on ENCs.
We must remember that we are helping the
seafarer to prevent groundings and collisions
Positive ecdis
deployments
Norbulk Shipping, and its
shipowning partners, has been
able to deploy ecdis on all of the
tankers it technically manages.
It has also invested in training
facilities and online courses for
teaching ecdis. It has training
simulators in a facility in Riga,
Latvia and uses Safebridges
online ecdis courses to enable
officers to learn specific
operations remotely.
The implementation and
training have been challenging
because of the different
vessels and ecdis models
within the diverse shipping
fleet, said Norbulk Shipping
UK quality assurance and
safety manager Mark Myles.
We have not been able
to standardise across the
managed fleet, as there are
several owners, so ships
have different equipment on
board, he explained. These
are mostly ecdis models
supplied by Transas, Furuno
Electric and Navico. We tried
to standardise the generic
training with Transas, but the
type-specific training needs
to be on different models.
The solution was to use
Safebridges online courses for
officer familiarisation learning.
Another challenge was
the difference in age and
technical knowledge of
the bridge officers. Older
seafarers have struggled
more in the transition than
the younger officers, said Mr
Myles. But they are finding
it easier to use once they are
familiar with the operations.
To overcome some of the
knowledge issues, Norbulk
operated ecdis in parallel
with paper charts. This
allowed time to train officers
in the IT skills they would
need to deal with a problem
with the technology.
We are living in an
electronic age, so crew need
to be more IT literate, he
continued. There would
be concerns if there was
a failure in the GPS signal.
We would ask: can officers
deal with this issue before
the ship is grounded?
Norbulk managed the IT
knowledge gap and boosted
crew competence through
simulator training. Mr Myles
said the transition to ecdis
had not been totally smooth.
There were some navigation
issues at first, but this has
decreased over time. Nothing
has been flagged up by the
internal audits, he added.
To help crews operate
ecdis more effectively,
Norbulk wrote and updated
procedures and checklists
to be followed by the bridge
teams. Superintendents
can also provide technical
support from the shore.
Last year we significantly
revised the ecdis
procedures so they are
more comprehensive, Mr
Myles said. For example,
we included what the alarm
settings should be, and
we set out the parameters
that should be included.
We have checklists of what
should be checked during
a shift change. The crews
have been very receptive
to the implementation of
ecdis, he commented.
The shipmanager and
tanker owners have seen the
cost benefits of using ecdis
across the fleet, while the
crews have benefitted from
less administration. Using
ecdis is less time consuming,
especially for keeping charts
up to date, Mr Myles said. It
is easy to get a licence and
upload ENCs. There is less
printing as we do not need
to send out paper charts
and notices to mariners. It
is all done electronically. All
this should help crew get
more rest hours, and give
navigators time to look out
of the window instead of
spending time in the chart
room. He said ecdis and
ENCs were more precise
than paper charts, especially
when it comes to updated
corrections. There is also less
need for whole folios of paper
charts. The paper chart
system was labour intensive
and difficult to manage, and
buying a whole folio set was
expensive, he added.
Norbulk provides technical
management to fleets of
tankers and dry cargo
shipping. It manages technical
issues, vessel inspection
reports, vessel performance
monitoring, drydock repairs,
planned maintenance systems,
and purchasing and inventory
control, as well as fuel testing
and claims handling. ECDIS

For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
14 | OPERATOR FEEDBACK
CARISBROOKE REAPS TIME AND
MONEY BENEFITS FROM ECDIS
C
arisbrooke Shipping
has been proactive in
progressing an ecdis
implementation strategy to
cover the majority of its dry
cargo fleet, to reap the benefits
of safe navigation and faster
passage planning. Around 38
ships in its fleet of 46 have
Transas ecdis on board despite
none of the vessels needing to
meet IMO Solas mandatory
carriage requirements.
According to fleet technical
director Martin Henry,
Carisbrooke has been working
with Transas to deploy a dual-
ecdis system across the fleet.
We wanted to have ecdis
available on our vessels, from
the newbuilding stage, he
The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com
explained. To ensure that we
would always get the same
equipment for each vessel we
decided to make the ecdis units
owners supply and not allow
shipyards to offer this. We opted
for Transas as our supplier,
having good experience of the
company with regard to ease of
operation, reliability and quality
of service.
The installations began
with the construction of 10
multipurpose 12,900 dwt vessels
in 2009, each with one Transas
Navi-Sailor 4000 Ecdis MFD
(multifunction display) unit.
A series of 10 shortsea vessels
of 6,800 dwt were ordered,
also with single ecdis units,
from 2010. For the last 8,000
Carisbrooke is deploying dual
ecdis and PAYS services on its
multipurpose cargo vessels
The UK-based dwt bulk carriers, which were
shipowner is delivered in 2011, and for all
eight Green Ships, which were
deploying dual delivered between 2012 and
ecdis on the bulk 2013, we were able to install dual
of its fleet of cargo Transas ecdis, said Mr Henry.
ships to enhance The company also invested in
type-specific ecdis training for
navigation safety navigation officers. During
and reduce passage late 2014, we reviewed just how
planning time many of the navigating officers
had type-specific training, he
said. We decided to ramp up
the number of officers being
trained so that we would have
the bulk of them trained by late
2015 and early 2016.
Carisbrooke also reviewed
the benefits of using electronic
navigational charts (ENCs)
over paper charts. Weighing
 OPERATOR FEEDBACK | 15

up the benefits, a business case
was made such that on a large
number of vessels we would
make ecdis the primary form
of navigation, Mr Henry
continued. One of the factors
that helped us make the final
decision was Transas pay-as-you-
sail [PAYS] service, which meant
that we no longer had to order
and manage permits for ENCs
used on board our vessels. This
was a huge benefit for us.
He highlighted the
following as the main benefits
of investing in ecdis:
greater navigational safety
all charts are available on
board at all times
no delays when voyages are
confirmed or changed
latest chart editions are always
available and fully corrected
passage plans are completed
quicker and schedules are
available earlier
no time wasted on weekly
chart corrections more time
for maintenance
no need to send chart
packages every time ships enter
new areas
no delays with customs or loss
of packages
less chance of problems
with port state control due to
mistakes on passage plans
guard zones and other alarms
can be set to improve safety
makes officers jobs easier and
helps with crew retention
With the trading patterns
and voyage types of our vessels,
and taking into consideration
the above benefits, we
decided to go ahead with dual
ecdis, Mr Henry explained.
Carisbrooke worked closely
with Transas to formulate
a fleet plan with a phased
approach for approvals and
installations. Together they
upgraded the software on
the vessels with dual ecdis
to meet the latest standards.
This was followed by a class
society visit to verify the safety
equipment certificate on behalf
of the vessels flag registration.
Officers were then retrained for
new ecdis functions.
The vessels with only
one ecdis will be next. The
process for these vessels is
more complex, as a second
unit must be integrated with
the other bridge equipment.
All vessels will have an
identical installation, then
we will be making detailed
surveys, said Mr Henry. He
expects to have all the vessels
within the fleet operational
with ecdis as the primary and
back-up form of navigation
by the end of this year. The
PAYS service, together with
not having to supply paper
charts to the first vessels, is
already providing us with
savings in time, money and
workload in many areas and
we look forward to having
this rolled out fleet-wide.

Teekay deploys paperless navigation on shuttle tankers

Teekay Offshore Partners has introduced paperless navigation on its
Samba class shuttle tankers that are used primarily for transporting
crude oil from Brazilian offshore oilfields. Teekay has replaced paper
charts and nautical publications with ecdis and electronic navigational
charts (ENCs) on these Suezmax tankers to reduce the time bridge
teams take in implementing updates. Paperless navigation was
introduced last year on the 2013-built, 154,000 dwt tankers Bossa
Nova Spirit, Samba Spirit, Lambada Spirit and Sertanejo Spirit. These
tankers use dynamic positioning when being loaded with crude oil
from the deepwater floating production systems offshore Brazil, and
then ship propulsion during transit to oil terminals and refineries.
According to second officer on Samba Spirit Marvin Binag,
the introduction of paperless navigation brought an immediate
improvement in bridge operations and navigation safety.
Paperless navigation was introduced to Samba class vessels and
the convenience it brought was really evident, he said. Enhanced
safety features, corrections and cost are the great advantages this
new system has contributed.
Samba Spirit shuttles crude oil from
Brazilian floating production systems
to terminals and refineries
Paperless navigation significantly changed operations on the
bridge by the team of officers, reducing the amount of administration
they had to carry out and giving them more time for safer navigation.
Gone are the days when the second mate used to rush to the old
chart catalogue whenever a new voyage had come up and new
charts were needed, Mr Binag explained. Acquiring the electronic
charts only takes a few hours. To do this, the officer plots a rough
course of the intended voyage, and sends this to the supplier, who
sends back the permits so that the ENCs can be activated.
Less time is also needed to make corrections to ENCs than to
paper charts. Corrections and updates are just a click away and
only take few minutes to complete, said Mr Binag. This is unlike
using paper charts, where it took hours to finish several charts
and publications. Speed and accuracy are the best features of this
system. It only takes one hour for the second officer to generate a
passage plan on the ecdis, with a proper set-up of the parameters.
It is then ready to be checked by the ecdis.
The drawn plan is automatically checked for dangers or
hazards to navigation and when the route is in use, the system
continuously monitors the vessels position and records its
movement on the systems memory. Teekay has deployed a triple
ecdis system on each of the Samba class shuttle tankers. The
second ecdis is a back-up unit that would be available if there was
a failure of the primary ecdis. There is also a third unit that could
be used if there is a break-down on the two main units.
With this system the time spent on charts is dramatically
reduced and the officers on watch can focus more on the safety
of navigation, said Mr Binag. However, he has encountered
some issues with ecdis. No matter how convenient it may be,
there are still some disadvantages to this level of access which
everybody should be aware of, he commented. Every advance
in technology will aid us in carrying out tasks, but does not relieve
anyone of their duties or their commitment to enforce safety.
Technology can only help the qualified and well trained personnel.
It cannot replace them. ECDIS

For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
16 | SAFETY
ECDIS AND ENCS IMPROVE
NAVIGATION SAFETY
Seafarers should use ecdis and ENCs
correctly, and not rely wholly on
technology to minimise the risk of
ship groundings and collisions
ABOVE: Container ship Rena crashed into the Astrolabe Reef
off New Zealand in October 2011
The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com
T
he implementation and use on board of ecdis has reduced
navigation risk. Ship groundings and collisions can be
avoided if ecdis is used correctly, with all of the alarms
set properly. Safety is also improved if navigators refer
regularly to other navigation aids, such as radar, and maintain
situational awareness by looking out of the bridge window.
Extensive training of bridge teams in the use of ecdis and other
systems is also an important element of safe navigation.
The use of ecdis and electronic navigational charts (ENCs)
on ships has reduced the number of casualties, said ship insurer
UK P&I Clubs loss prevention director Stuart Edmonston.
Ecdis can improve the safety of navigation. For example, it has
significantly improved the accuracy and reliability of navigation
charts, he explained. Corrections and updates, such as wreck and
cable positions, used to be added manually on paper charts. But
with ENCs the corrections are added automatically, by way of a
CD or downloaded through the ships satellite communications.
Overlays are also possible with data from the automatic radar

plotting aid (ARPA) and Automatic Identification System (AIS)
superimposed over ENCs.
Another benefit is that officers can set alarms and parameters
on screen, which improves awareness of the navigation risks, Mr
Edmonston commented. The ARPA, AIS and radar can be laid
over ENCs, so all the information is on one screen. This means that
officers can navigate the vessel using the visuals on the screen. He
emphasised that officers should continue looking out of the bridge
window and not rely totally on the technology.
Nonetheless, ecdis and ENCs have helped reduce the number of
groundings. The misreading of paper charts has caused groundings
in the past, said Mr Edmonston. Ships can drift off the course
line, and the depth of water changes before someone notices and the
ship then grounds. But if ecdis is being used properly these types of
groundings will be less likely, he commented.
Ecdis training, recertification and onboard procedures are also
important elements of safe navigation. It is paramount that owners
maintain training of officers on ships, Mr Edmonston said. Deck
officers currently need to revalidate their certificates every five years,
and ecdis should be written in the safety management procedures.
If a new type of ecdis console is introduced on board, there would
need to be new type-specific training initiated.
Ecdis recertification and re-familiarisation training should
ensure that officers are competent in using the equipment.
Ecdis is good for the industry in reducing the chances of unsafe
navigation by rogue seafarers that do not have ecdis training,
he said. If ecdis is used properly, it will make navigation safer,
although no doubt we will still see some ecdis-assisted casualties.
But we will see fewer groundings and fewer collisions because of
the capability of the system.
There have already been some ship accidents where misuse of
ecdis was a contributing factor. One of the most recent was the
grounding of Ayder Tankers 6,444gt product tanker Ovit on the
Varne Bank in the Dover Strait on 18 September 2013. According
to an investigation report by the UKs Marine Accident Investigation
Branch (MAIB) the tanker struck the sand bank whilst following a
route on ecdis that had not been configured properly.
The passage plan was unsafe as it passed directly over the
Varne Bank. It had been prepared in ecdis by an inexperienced
and unsupervised junior officer and was not checked by the
master before departure. The scale of the chart on ecdis was
inappropriate for the passage, so safety-critical information was
not displayed. The operator-defined settings that were applied
to the system were unsuitable, and the audible alarm was not on.
This meant there were no alerts when the ship crossed safety
depth contours. The MAIB reported that the chief officers
situational awareness was so poor that it took him 19 minutes to
realise Ovit had grounded.
The majority of ship groundings, of which there were 26 in the
first three months of this year, are due to machinery issues, such as
engine or steering gear failure, but there are still plenty resulting
from poor navigation. The cost of a ship loss through unsafe
navigation can be in excess of US$1 billion once wreck removal and
cargo losses are taken into consideration.
Ship insurer Allianzs global head of marine risk, Rahul
Khanna, has estimated the costs of a 19,000 teu container ship
sinking. He said the hull loss would be around US$200 million
and the cargo costs 19,000 containers at US$35,000 each
would be US$665 million. On top of this are the removal
costs, which could be between US$190 million and US$400
million. So losses could be in excess of US$1 billion, he said.
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
SAFETY | 17
These cost estimates were based on the grounding and recovery
of Costamares container ship Rena, which grounded on the
Astrolabe Reef in New Zealand in 2011.
One of the issues with using ecdis for navigation is officers
relying too much on these systems. There have been losses because
of the over reliance on ecdis, Capt Khanna commented. Officers
relying on ecdis can be overloaded with information, He said the
design and layout of the human-machine interface is important in
reducing information overload.
Capt Khanna also highlighted the need to provide more
support from shore for deck officers. We need to ensure the
navigator knows how to use the machine for safe navigation. Things
change rapidly and there is less chance of the navigator knowing
about changes from experience, which is why shore support is
important. Other issues that need to be addressed are the lack of
standardisation between ecdis models and the constant addition of
new systems with advanced functions. There can be new models
coming in all the time and this is a problem for navigators who
are not familiar with them. There are also issues to do with system
reliability, he added.
Issues with ecdis technology were discussed at Riviera Maritime
Medias Tanker Shipping & Trade conference in London in
November 2015. During a panel discussion, International Registries
chief operating officer John Ramage said seafarers rely too heavily
on the equipment, and do not have enough experience. Now
seafarers see what is on ecdis as the gospel truth, and never question
this. They are too reliant on the technology, he said. He also said
that the misuse of AIS equipment has been a contributing factor in
ship collisions.
From the audience, Anglo-Eastern Univan Group marine director
Peter Helm commented on the issues with ecdis implementation
and the risk of ecdis-assisted groundings. When ecdis was designed,
seafarers were ignored, he commented. If seafarers had been
consulted, we would not need type-specific training.
The head of the Danish Maritime Accident Investigation Board,
Oessur Hilduberg, agreed that ecdis, radar and AIS equipment
should be considered aids to navigation and not totally relied on.
These systems should provide navigators with data and information
about what is happening in waters around the ship. It is seafarers
who have to make decisions based on this information, he said.
If they are fed incorrect data or systems are not operated correctly,
then there is a greater risk of error. ECDIS
REPORTED GROUNDINGS SINCE 1 JAN 2016
Number Ave Age US$m
Tankers 4 18 92
Bulkers 12 8 99
Container ships 8 8 291
General cargo ships 2 19 2
All 26 10.4 484
Notes: Reported groundings to 29 Mar 2016
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Ecdis Ltd trials Abatis
anti-malware software
T Tests show the solution can protect ecdis
here are multiple
potential cyber threats to
ecdis from its connection
to other ship systems and links
to online services through the
satellite communications. There
could also be human-based
threats, where memory sticks
with viruses on them could be
slotted into ecdis by navigators
loading route plans, or by service
engineers doing software
updates. NCC Group research
director Andy Davis said that
other threats come from cyber
attacks on the Global Navigation
Satellite System (GNSS) or the
Automatic Identification System
(AIS), or on vessel traffic services
(VTS) information.
Mr Davis said the top threats
are from viruses on memory
sticks, Internet-based intrusions
such as viruses embedded in
e-mail and insider threats. To
ECDIS CYBER ATTACK THREATS OVERVIEW
Radio-based maritime
communications: AIS, VTS
Navigation and
date/time data
sent from GNSS
Malicious ENC data
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
from viruses that are attached on infected
chart updates or passage plans
minimise the risk of infection, he CLA Consulting has developed
recommended shipowners keep a protection system for bridge
Internet firewalls updated, and systems, including ecdis. The
install and keep updated antivirus Cyber Malware Protection
software on primary computers system was tested at Ecdis Ltds
on ships. They should enforce facilities to check its effectiveness
procedures for using USBs and against cyber attacks. The trials
ensure they are free of viruses consisted of introducing a series
before being connected to ecdis. of malware software viruses onto
Some ecdis providers provide a large number of different ecdis
signature-based antivirus that systems. This was done through
has to be constantly updated. an e-mail attachment from a
But older systems, are almost simulated infected chart update
unprotected. A consortium or passage plan of the kind that
involving training group Ecdis might have been downloaded by
Ltd, Abatis, Setel PowerLine and a vessel.
IT systems connected to
the Internet via satellite
Onboard WiFi
Lack of
segregation
between systems
Data sharing between
systems via USB
(credit: NCC Group)
CYBER SECURITY | 19
Ecdis Ltd training and
simulation manager Robyn
Harrigan explained how the test
was conducted. When the IT
staff here first introduced the
malicious software onto some of
the ecdis systems, it was a heart-
in-mouth moment, knowing that
the malware is so effective it
embeds itself into the computer
and cannot easily be removed.
For the next stage of the trial,
the Abatis software was fitted
to all the leading manufacturers
ecdis and radar systems, and
the virus was reintroduced onto
the server. All of the systems
tested, with operating systems
ranging from Windows 2000
to Windows XP, and up to
Windows 7, appeared protected
and maintained stability after
the attack, said Ms Harrigan.
However, it was made clear that
there is still a significant number
of trials to take place over the
next few months on Linux based
systems, and an injection of
the virus via an auxiliary sensor
connected to the ecdis via the
local area network.
The final part of the trial,
which will be conducted over
the next few months, will carry
out a hypothetical attack via
an automatic software or chart
update from a remote website,
onto the bridge simulator, via
a planning station. The trial will
include the creation of a website
to host an update, which will be
sent via Internet download onto
a third party planning station, that
will then be connected to all the
bridge navigation equipment.
The trial will be conducted
both with Abatis anti-malware
software, and without it, in a
controlled test. ECDIS
 20 | STATISTICS

The tables below from online mapping and shipping information supplier VesselsValue.com show the current state of the bulk
carrier and container ship fleets by size and age range with regard to the forthcoming ecdis cut off dates. As can be seen from the
data, the majority of vessels are less than ten-years old, but there is a significant portion older than 15 years. Given the weak state of
the bulker and container markets, owners and operators may struggle to justify the investment in ecdis, and this may prove a trigger
to sell vessels or scrap them.

CARGO VESSELS OVER 50,000 GT BY AGE RANGE BY NUMBER

Bulker Container

Total
947
1-5 yrs old
574

571
6-10 yrs old
515 1933

180
11-15 yrs old

3543
343

111
16-20 yrs old
145

107
21-25 yrs old
21

107 1610
26-30 yrs old 21

14
31+ yrs 10

CARGO VESSELS OVER 20,000 GT AND UNDER 50,000 GT BY AGE RANGE BY NUMBER

Total
3122
1-5 yrs old
221

1497
6-10 yrs old
591

850 6581
11-15 yrs old
323
8041

601
16-20 yrs old
229

268
21-25 yrs old
54

113
26-30 yrs old
21

130
31+ yrs 1460
21

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 VesselsValue.com has also supplied data for vessels less than 10,000gt. While there are only two bulkers in this group, there are a
significant number of container ships, and general cargo vessels, which will not be obliged to be equipped with ecdis. The largest are the
Feedermax types of 1,100 teu, that are more than capable of deepsea voyages. This suggests there is an argument for lowering the tonnage
range for the mandatory fitting of ecdis for container ships. Perhaps this should become similar to the tonnage range for tankers, which is
more than 3,000gt. ECDIS

CARGO VESSELS OVER 10,000 GT AND UNDER 20,000 GT BY AGE RANGE BY NUMBER

Bulker Container

Total
232
1-5 yrs old
103

339
6-10 yrs old
268 1297

191
11-15 yrs old

2202
150

235
16-20 yrs old
243

109
21-25 yrs old
103

63 905
26-30 yrs old 21

128
31+ yrs 17

CARGO VESSELS UNDER 10,000 GT BY AGE RANGE BY NUMBER

Total
0
1-5 yrs old
98

0
6-10 yrs old
358

0
11-15 yrs old
180
927
929

0
16-20 yrs old
187

0
21-25 yrs old
80

0
26-30 yrs old
13

2
31+ yrs
11 2

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 FREE ACCESS
TO TECHNICAL DOCUMENTATION FOR
MARINE & OFFSHORE PROFESSIONALS

typeapproved ECDIS in three versions:

BASE STD EXT
Take advantage of the Maritime Technology Knowledge Bank.

A unique, free to access, resource for the global shipping industry

Access whitepapers and technical documentation covering every
ADVETO Advanced Technology AB, Box 8028, SE-16308 SWEDEN aspect of maritime technology, equipment and new products.

tel: +46 8 366905

email: kent.sylven@adveto.se
www.adveto.com www.marinemec.com/knowledgebank

Developing ecdis to meet
future navigation needs
A Transas was one of the first to gain approval from a
n increasing number
of Solas vessels have
installed ecdis in the
last few years, partially due to
the IMO ecdis regulations.
Because of the ecdis carriage
requirements, the majority of
vessels in the global fleet of Solas
ships must be equipped with
ecdis by the end of this decade.
The development of ecdis is an
ongoing process based on user
needs, technology achievements
and the need for safety
improvements in navigation.
The need to improve
previously adopted ecdis
standards was recognised by the
IMO to ensure the operational
reliability of navigation
equipment, and to take into
account the technological
progress and experience gained.
This resulted in a revised
performance standard for ecdis
Maritime Safety Committees
MSC.232(82) ruling.
The related International
Transas Navi-Sailor 4000 ecdis has been type approved by DNV GL
to meet the latest IHO and IEC requirements
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
classification society to show it is compliant with the
new IHO and IEC standards
Electrotechnical Commission
(IEC) test standards and the
International Hydrographic
Organization (IHO) standards
used for production and
presentation of Electronic
Navigation Charts (ENC) have
also been revised periodically.
A number of shortcomings,
ecdis anomalies and safety
critical issues were identified
by users. In addition, accident
investigations highlighted
how improper use of ecdis and
ENC data were contributing
factors in groundings and
collisions. Improper use can
be caused by the operator,
technical limitation in the
presentation of ENC data
in ecdis, or a combination
of both. Lessons from these
reports and seafarer experience
were learned, and problems
were addressed in the latest
revision of the ecdis and data
standards. The work was
co-ordinated between IEC
and IHO and published in
August 2015.
The changes affect new
type approvals and installations,
after the normal grace period
of 12-18 months, based on
the flag state rules. It will also
affect installed ecdis as the
IHO has announced that the
old standard of S-52, edition
3.4 of the presentation library
and edition 2.0.0 of the S-64
standard will be withdrawn
from 31 August 2017.
Normally a system installed
on a vessel is accepted based
on the certification status on
the date of installation during
its entire lifetime. But, in the
case of the new IHO and IEC
standards, this is overruled. This
means that from 31 August
2017, there will only be one
IHO standard to conform to,
and consequently all ecdis must
be updated to comply with
Solas V/27 chart requirements.
Various features required
by the new standards were
already implemented in the
Transas ecdis. With additional
feedback given by users and the
shipping market stakeholders,
Transas took a decision to
invest in development of new
SOLUTIONS | 23
generation ecdis. Transas
chief executive Frank Coles
explained: Our next generation
ecdis is fully compliant with
the latest standards, and
also has enhanced product
improvements driven by
customer and user feedback.
These features include clearing
bearings, anchor planning and
improved user tools.
Transas takes pride in
leading the way in navigational
safety standards and listening
to our customers. Maintaining
a quality certified ecdis is
critical for the future of
the safety of navigation.
Companies should choose
their supplier with care or they
could find the ecdis is not
compliant going forwards.
In November 2015, Transas
gained type approval from
class society DNV GL for its
Navi-Sailor 4000 Ecdis after
extensive testing. It was one
of the first products to meet
the new IHO editions of S-52
and S-64 standards, and IEC
61174 testing specification.
Through the company's fit and
function programme, Transas
is ready to upgrade all existing
systems in an easy and cost-
effective way. Changes include
the introduction of clearer
display of charted information,
in combination with less audible
alarms, which will improve the
user's experience, reduce stress,
alarm fatigue and workload for
bridge teams. ECDIS
24 | SOLUTIONS
TRIPLE ECDIS FOR
PAPERLESS NAVIGATION
Ecdis suppliers have developed
models that can be installed in an
integrated bridge system
S
hipowners need to consider installing three ecdis units of
the same model on bridges to ensure they always have one
operating system and a back-up to meet IMOs mandatory
carriage requirements. Navico subsidiary Simrad has introduced a
zero downtime paperless navigation offer that involves delivery
of three of its recently launched Simrad Ecdis E5024 packages
for the price of two. The type-approved system was introduced in
2015, and offers a new user interface that simplifies usage while
meeting IMO requirements.
The Triple System offer allows vessel owners to keep a spare
ecdis shoreside, or on board the ship, that can be swapped out
easily so the vessel is always Solas compliant. Navicos managing
director of the commercial marine division Jose Herrero said
owners should choose a triple-ecdis solution to go beyond IMO
requirements and implement paperless navigation on ships.
Ecdis was made mandatory for safety reasons, but shipowners
are also entitled to expect paperless navigation to be attractive on
commercial grounds, he said.
The Simrad E5024 comes with a 24in widescreen display,
and has the option of a radar overlay using Simrad radars that
are connected via ethernet cables. It operates with Navtor chart
support for ENCs, as well as S-63, and S-57 charts from the United
Kingdom Hydrographic Office (UKHO)s Admiralty Vector Chart
Simrad E5024 Ecdis comes with a 24in widescreen display, and has
the option of a radar overlay
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Service from Primar and other suppliers.
Simrad E5024 Ecdis is the ideal solution for vessels required
to retrofit ecdis at the lowest cost of ownership, said Mr Herrero.
It is modular and can be installed simply in either single-station or
dual-station configurations. It features a wireless trackball controller
with on-screen keyboard, offering quick access tiles and simplified
route planning with drag-and-drop manipulation of waypoints. He
also believes Simrad E5024 can be useful for vessels that are not
mandated to carry ecdis, as it can be used for paperless navigation.
Navico also offers the feature-rich Simrad Maris900 Ecdis for
ships that need to be IMO compliant. This has been installed on
a significant share of ship newbuildings and was recently updated.
We migrated the Simrad Maris900 Ecdis MK5 and MK15 to an
entirely new high-performance hardware platform with updated
software, said Mr Herrero. These are based on a standard
Windows interface using common controls including toolbars,
tabbed panels, hotkeys, and right-click context or pop-up menus.
Both MK5 and MK15 facilitate universal radar overlay, multiple
layers display, additional route planning functions, precise navigation
tools and multiple add-on functions.
These can include route optimisation, dead-man alarms and
interfaces, and conning display. The system has its own integrated
chart management solution, which includes pay-as-you-sail,
and is distributed and managed via email or internet through
our ship chart management and customer portal for ship and
fleet monitoring, said Mr Herero. The MK5 and MK15 give
shipowners the flexibility to meet bridge design constraints and
comply with additional regulations set by flag states, port state
control, and the Ship Inspection Report Programme.
Unique features of ecdis
Northrop Grumman Corps Sperry Marine provides two paperless
navigation products that will be updated to meet the revised
International Hydrographic Organization (IHO) ecdis standards
that were published in 2015. The Ecdis-E is a cost effective solution
for paperless navigation, while the VisionMaster FT Ecdis can be
integrated with radar and other Sperry Marine navigation products,
such as track control and steering, a planning station, and radar overlay.
According to the companys head of marketing Linda Walden,
Sperry Marine ecdis has unique features, such as track control and
independent cross tracking. The track control is used to keep the
ship on a monitored voyage under differing conditions, she said.
It consists of one or more VisionMaster nodes and our top-of-the-
range Navipilot 4000 autopilot. The independent cross tracking
lines function gives navigators the option of setting different
distances to support the voyage. Another feature gives officers the
ability to tailor charting solutions to their specific requirements.
Both ecdis products enable navigators to overlay information from
the UKHO Admiralty, as well as weather forecasts and tidal data for
 SOLUTIONS | 25

voyage planning applications. series provides additional favourite settings, where the user can
Sperry Marine set up an engineering task force in 2015 to ensure individually set most of the parameters.
that its ecdis products were ready for the introduction of the IHOs Danelec Marine developed its next-generation DM800 Ecdis
new standards, and that existing units are updated so owners remain G2 series with software that is already compliant with IHOs latest
fully compliant. standards. The new ecdis incorporates Linux-based application
No hardware replacement is necessary as the software supports software, an intuitive user interface and the latest cartography
all the hardware platforms, both current and previous, she said. solutions. It also has ruggedised low-power light-emitting diode
Due to the level of complexity of Sperry Marine bridges on ships, display monitors and Danelecs exclusive SoftWare Advanced
it is much more beneficial for the customer to have an approved Protection (Swap) technology for shipboard servicing.
service engineer attend to the vessel to perform any updates or It is designed around a custom-built computer running on
replacements, as this optimises turn-around time and minimises Linux, which is more stable, robust and secure than Windows-based
disruption to the vessel. PCs, said Danelec chief executive Hans Ottosen. The Linux-based
system requires much less processing power and memory, leaving
more room for chart storage capacity. It also provides superior
Part of an integrated system resistance to viruses and malware.
Wrtsil Sam Electronics can deliver its latest generation of EcdisPilot The Swap technology enables faster, easier and less expensive
models as part of the Nacos Platinum integrated bridge system. A shipboard servicing of ecdis. All programs, application software,
complete navigation system has integrated multifunction workstations configuration files, cartography, routes and other data are stored
that can run a variety of applications. A typical bridge installation could directly onto a 16GB memory card, said Mr Ottosen. This can
comprise two ecdis, multiple radar, Automatic Identification System be removed from the ecdis unit and inserted into a replacement
(AIS) equipment, track control, conning, a voyage data recorder, and an unit on board the ship. The new ecdis is fully up and running
automation control and monitoring module. within minutes, and the old unit can be taken off the ship for
Several workstations on the bridge are connected via an ethernet troubleshooting, repair, inspection and testing. ECDIS
and can be linked to workstations in the engine control room,
and other locations on a ship. Wrtsil has secured type approval
from class society DNV GL for its integrated navigation system.
It has also recently gained type approval for its latest generation of
EcdisPilot units and software to ensure they comply with the latest
International Hydrographic Organization (IHO) standards, which
come into effect in September this year. Wrtsil is ready to upgrade
existing Nacos Platinum ecdis devices to the latest IHO standards
via a software update. This covers models installed in the last five
years. For earlier ecdis models, Wrtsil is developing software
updates to ensure these comply with the new IHO standards.
The EcdisPilot Platinum can manage a wide range of ENCs,
C-Maps ENC and professional range and Admiraltys raster charts
service. It provides a comprehensive set of navigation tools including
anchor watch and control, helicopter guidance, tender tracking,
sensor monitoring, and various chart overlays to the user. The
Wrtsil EcdisPilot Platinum provides a complete voyage planning
package including scheduling based on actual current forecasts EcdisPilot Platinum has various settings and functions for different
from online services. For the officer on watch the Nacos Platinum ecdis operations

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26 | SOLUTIONS
PREPARING FOR THE
FUTURE IN ECDIS
Ron Lee (Raytheon
Anschtz Singapore)
Our ecdis has
a unique sensor
management
feature
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R
aytheon Anschtz is planning ahead for
future developments in advanced software
functionality, writes Steve Matthews.
This includes greater predictive capabilities and
onboard simulator training to assist navigators.
Its immediate priority is ensuring that systems
are compliant with new standards. Raytheon
Anschtz Singapore chief executive Ron Lee told
Marine Electronics & Communications (MEC)
that its latest ecdis system is fully compliant with
the new test standards from the International
Electrotechnical Commission (IEC) and the
International Hydrographic Organization (IHO).
These include edition 4 of IEC 61174 and of
IHOs S-52 presentation library standard that
come into force on 1 September 2017.
We have upgraded software, including
existing ecdis equipment as well as new versions,
Mr Lee said. We offer two types of systems, one
a standard Synapsis workstation with ecdis, and
one a retrofit solution called Ecdis 24. Customers
will receive a fully compliant ecdis to the IMO
requirements MSC 232 (82) and Solas V/27.
In total, Raytheon has supplied more than
1,500 systems since 2005. Mr Lee advised:
For all our customers we identified a cost
efficient upgrade path to be compliant with the
latest ecdis standards. Existing customers with
hardware from 2005 or newer will be able to
receive a software upgrade. Only customers with
older hardware or who are willing to invest will
receive hardware upgrades.
Mr Lee said Raytheon gained IHO type
approval at the beginning of March without any
open points, and it would be ready to deliver
upgrades in the second quarter. He stressed that
the company does not see ecdis as a standalone
device, but as one part of integrated bridge
systems. The ecdis is part of our integrated
bridge system, compliant with the latest
IMO and IEC standards regarding integrated
navigation systems.
Our ecdis features a unique sensor
management, called Consistent Common
Reference System (CCRS), a target management,
alarm management and system management
tool, giving the user an unsurpassed overview of
the system, besides a much reduced workload by
fewer alarms and an automatic sensor selection
that covers a single point of failure without any
reduced functionality.
The Raytheon ecdis also benefits from a fully
compliant track control system with Anschtz
autopilot-video overlay with our NSX network radar,
weather overlay, automatic route planning, digital
temporary and preliminary notices to mariners, and
other features beyond the required standards.
Regarding the proposed S-mode, Mr Lee said
this might hinder competitive innovation. S-mode
is a concept that is not yet ratified, so achieving a
standardised format will take some time.
The test standards for radar, ecdis and
navigational displays already describe in detail the
minimum standards for presentation and use of
navigational software. More restrictions would make
type approval of these products more expensive for
us and in the end more expensive for our customers.
A better solution would be to leave the choice of the
best system with the customer so that competitive
action by system providers will drive innovation and
lead to the best software design without restrictions.
Raytheon has developed a method of onboard
familiarisation training using Safebridges software.
We provide type-specific training through local
training partners worldwide in 18 locations, as well
as certified computer-based training with e-learning
specialist Safebridge, he said. Looking ahead, Mr
Lee said that in the next five years there will be a
revolution of integrated bridge systems with more
powerful software. We aim to have some form
of predictive features. In years to come there will
be more simulated training on ships bridges. Our
systems will get more intelligent to give navigation
some predictive decision making processes. But we
can only give advice to navigators. The ships officers
and master will still have final responsibility for
decision making. Our competitive edge will be in
software intelligence and functionalities, as hardware
systems will be broadly similar.
Voyage planning stations
Specialist service providers have developed advanced
voyage planning systems and software that enables
navigators to set up optimised routes using electronic
navigational charts (ENCs). Navtor has developed
a voyage planning station. NavStation is used for
passage planning and optimising routes based on

weather reports. It can run on any computer with
a Windows operating system, and is mostly used
with a 46in touchscreen monitor that can be used
as a digital chart table, said Navtor OEM business
manager Bjrn Kristian Sstad.
The main advantage for our products is that
they are built to work together, he said. ENCs
are automatically updated to all systems on board,
including our voyage planner NavStation. Routes
can be transferred seamlessly between systems
and all data, such as charts and publications, are
distributed through the same channel. To avoid
information overload in ecdis, all data meant for
planning, such as weather forecasts, and notices to
mariners, are presented in NavStation.
Navtor also provides ecdis software for Linux
and Windows platforms built on Navtors ecdis
kernel. It works with the original equipment
manufacturers (OEMs) to develop and type
approve ecdis systems to ensure they comply with
the latest standards. It offers two solutions for
ENC delivery. The NavStick is a USB stick that
is kept updated with weekly chart updates. The
NavBox is a black box computer that runs on the
bridge network, and automatically provides bridge
equipment with the latest chart updates available.
JRC and Alphatron Marine have jointly
developed a digital chart table with a 46in
touch display and mechanical lifting unit. The
AlphaChartTable can be used for route planning
on ENCs that are supplied by Navtor. It is a
useful interface for navigators to plan voyages
and transfer them to a ships main ecdis unit, said
Alphatron chief executive Luuk Vroombout.
It is difficult to get an overview of a route on
the small ecdis screens that are usually found on
ships, so we have put these on a larger display, he
said. A navigator can plan the route at the back
of the bridge and transfer this to ecdis at the front
of the bridge. The AlphaChartTable software
gathers and overlays the data that officers require,
including ENCs, weather data, tidal information,
digital publications, and other services like piracy
updates. The display can be electronically tilted
to a 35-degree angle, allowing optimal routeing
in an ergonomic position. The console also has a
built-in Navtex and GPS navigator.
Global Navigation Solutions (GNS) has
developed a new version of its Voyager planning
station with enhancements from third party
companies. It includes weather routeing solutions,
which allows bridge teams to exchange files
between Voyager and the Applied Weather
Technology (AWT)s Bon Voyage software to
optimise routes for weather and tides. There is
also a function that enables routes to be loaded on
to ecdis supplied by Wrtsil Sam Electronics.
This latest version of Voyager also includes
the extension of the updating services to include
Admiralty digital radio signals released by the United
Kingdom Hydrographic Office earlier this year.
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
SOLUTIONS | 27
There are enhancements to Voyager weekly update ABOVE: NavStation can be
processing to make it easier to manage paper and used for voyage planning on a
digital chart corrections, and access to Voyager instant 46in digital chart table
permit which enables vessels to get onboard access to
global ENCs within 10 minutes of making a request.
German container ship operator Hamburg
Sd has ordered Voyager planning stations for the
whole of its fleet. The main reasons for choosing
Voyager were the link to AWT weather software
and the tablet style of the Voyager user interface,
which includes a route planning application.
NSI has unveiled the G-Track control
module that includes a trackball touch input
and gesture control. It said G-Track provides
the benefits of the IP68 waterproof trackball
coupled with hand gesture recognition to
complement the trackballs functionality and
streamline user experience.
The hand gesture recognition feature provides
the user with the ability to quickly trigger a
superset of hot-keys, shortcuts, and commonly
used functions. The dashboard module supports
four predefined gesture modes (scroll, zoom,
arrow keys, and carousel) that can be selected on
the fly by double tapping the ball. The gesture
function mapping is dependent on the gesture
mode selected and supports a wide range of
applications with quick access to the most
appropriate and frequented operations.
Swipe gestures are intended for directional,
single-instance or low-repetition functions such
as triggering shortcuts or arrow keys, whereas
the air-wheel gesture is intended for functions
requiring many repetitions in quick succession such
as scroll or zoom functions. The G-Track module
is a plug-and-play solution without the need for
any additional software/drivers. NSI expects the
G-Track to be available in the second quarter of
this year. The G-Track can be customised to exactly
match customer and end user requirements. ECDIS
28 | SOLUTIONS
Ecdis designed to
prevent collisions
Crew use Totem Ecdis
for safe navigation and
avoiding ship collisions
T
otem Plus has introduced unique features into its ecdis
package for preventing collisions between ships. It has
included a decision support tool (DST) that provides
bridge officers with concrete advice on how to change course
or speed in order to avoid collisions, in accordance with IMOs
collision regulations (Colregs).
The DST uses mathematics to calculate a course during a
multi-vessel scenario. It then offers advice to the officer of the
watch on a possible course or speed change to prevent an accident.
The advice is in full compliance with Colregs, and is based on
available data from Automatic Identification System (AIS)
equipment and the automatic radar plotting aid (ARPA). The
system is capable of accounting for all ships within the selected
range, using both AIS and ARPA, but it is down to the watch
officer to make the course and speed changes.
Another feature is the Totem Ecdis Data Analyser (EDA).
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Crew use Totem Ecdis for safe navigation and
avoiding ship collisions
This enables operators to analyse the ships performance during
each voyage or operating period from history files and detected
near miss scenarios, close encounters and near groundings. EDA
facilitates auditing of how the bridge team is performing. Its
findings can be used for training and implementing standards of
safe navigation. It can also help in analysing autopilot efficiency.
Totem Ecdis also has a GPS validation function, which
monitors the difference between dead reckoning and GPS
positions. It will issue an alarm if the difference within a set time
exceeds the allowed distance. The Watch Take Over function
can be deployed for verifying that ecdis is set correctly at shift
changes. Totem Ecdis has multi-lingual capabilities and a function
for direct updating of AIS information. There is also an option
to connect two radars on a single radar overlay card. A third
PC-based ecdis can also be installed that could be used as a
planning station or ecdis in the captains cabin, said Totem Plus

founder and chief executive Azriel Rahav. Both would receive ecdis
information in real-time over the local area network.
We have several solutions for ecdis. Voyage planning can be
done on our dedicated planning station that we supply to clients
who wish to have a separate system of this kind, or we can offer
Jeppesens OceanView voyage planning software, Capt Rahav
said. On the subject of the revised International Hydrographic
Organization (IHO) standards, he said that software updates would
be required to some existing systems. We are complying with most
of the new requirements, and we intend to obtain approval in due
course, he added.
Preparing for new IHO standards
Adveto is upgrading its Ecdis-4000 product to meet the latest IHO
standards. Ecdis-4000 comes in three different versions Base,
Standard and Extended and all are type approved by DNV GL.
Adveto managing director Kent Sylvn said the company was
working with the classification society to certify the updated version
of its ecdis. We will be able to offer an upgraded Ecdis-4000
version well before September. The upgraded version satisfies all the
new IHO standards, he said. Our all new Adveto Ecdis will, of
course, meet the new IHO standards. Updating an existing Adveto
Ecdis-4000 on board is just a matter of a software upgrade. No
hardware needs to be renewed or replaced.
One of the main features of the Adveto solution is the ability
to update ENCs through an Internet connection. Ecdis-4000
was the first type-approved ecdis to be connected to the Internet
in 2010. This function has been refined and is used daily by
our customers, said Mr Sylvn. Adveto also has a multi-route
function. This is an Adveto invention that offers help with
selecting the optimum route, in real time, he added. Voyages
can be exported and imported to and from an Adveto ecdis via
the new RTZ standard route format. Adveto has also introduced
a standard mode (S-Mode) control unit for its ecdis, which is a
popular function, said Mr Sylvn.
ChartWorld recently gained type approval from DNV-GL for
its latest eGlobe G2 ecdis to ensure it complies with the latest
IHO standards. ChartWorld has an ecdis service that will enable
shipowners to update onboard ecdis to meet IHO standards.
eGlobe G2 has intuitive one touch controls that include pinch
zoom, target touch, easy-to-use handles for route planning and
manual chart updates. This should drastically reduce the learning
curve for users. It also has optimised functionality and efficiency
for grounding avoidance.
Martek Marine has developed a method of leasing its iEcdis
solution that includes ENCs supplied from Jeppesen. The service
includes a DNV GL-approved ecdis unit that meets all the latest
IHO S-57, S-63 and S-52 standards. iEcdis comes fully loaded with
more than 20,000 ENCs supplied by Jeppesen for global coverage.
There are multiple licensing options to suit shipowner budgets and
ship operational requirements.
iEcdis also features a 32GB solid state drive and fanless
operation, multi-power input with automatic switch over, and an
anti-glare screen. Martek has an arrangement with Safebridge
and sister company Marine Serve covering both generic and type-
specific familiarisation training worldwide.
Tokyo Keiki supplies the EC-8600 and EC-8100 series of
ecdis after discontinuing the older EC-8000 and EC-8500
models. The EC-8600 features a 26in widescreen LCD display,
with 1920 x 1200 widescreen pixel support. This supports
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SOLUTIONS | 29
Admiralty Information Overlay, notices to mariners and
different ENC versions. It has centralised management of all
alerts from each navigation equipment supplier. There is a fast-
install function for ENCs, a track control system and a heading
control system.
User interfaces
Hatteland Display has the Series X range of displays for bridge
systems, such as ecdis. These have a cast aluminium chassis for
screens that can be integrated in consoles or desk mounted. The
displays range in size from 13in widescreen to a 26in widescreen
unit. Hatteland has High Bright Series X displays from 12in to 24in
widescreen, which are readable in bright sunlight. Series X displays
are type approved and ecdis compliant, with superior bonding
technology and multitouch capabilities. They have solid state menu
systems and glass display controls.
Data Modul has a range of marine monitors and panel PCs
for bridge systems. This includes conventional and widescreen
monitors with touchscreens and an option to have packet capture
(PCAP) consisting of an application programming interface.
The screens have anti-glare and anti-reflection and extended
dimming behaviour. The integration of high brightness thin-
film-transistor, liquid crystal displays improves the readability of
monitors in direct sunlight.
Eizo Corp offers DuraVision marine monitors for bridge
systems in its range from 19in to 46in. The DuraVision DV4624
large 46in screen can be used as a route planning station displaying
nautical information, or as a screen for visualising multiple bridge
systems. The marine monitors meet the conditions for temperature,
humidity, and vibration as defined in the IEC 60945 international
standard for maritime navigation and radio communications. They
withstand dust ingress and are protected against low-pressure water
jets. Each model is equipped with a long-lasting LED backlight that
lowers power consumption.
DuraVision monitors meet the highly specialised calibration
requirements for ecdis, covering colour values and backlight
brightness. Touch panel models and optical bonding are available in
19in or 26in models. Optical bonding is produced in-house to meet
the needs of specialty markets while ensuring the high quality of
each monitor. ECDIS
Eizo Corp's DuraVision FDU2602W displays can be specially cali-
brated for ecdis, covering colour values and backlight brightness
30 | VOYAGE PLANNING

Passage planning should

include weather routeing
Voyage planning should involve up-to-date current, weather, and tidal information on
licensed ENCs, as well as the latest notices and navigation warnings

Route across the North Atlantic minimising the time

of sailing in emission control areas (credit: AWT)

V
oyage planning is a key element
to the Solas regulation on the
implementation of ecdis on
ships. Deck officers should abide by
the IMO Resolution A.893 (21) regarding
the guidelines for voyage planning. This
states that a passage plan should take
up-to-date information regarding many
issues into account.
Applied Weather Technology (AWT)
vice president for business development
George Schlinkert says this should
include information from the latest
maritime routeing guides and passage
planning charts. It should also include
current and tidal atlases and tide tables,
available weather routeing services, as
well as climatological, meteorological,
hydrographical and oceanographic
information, where appropriate.
He said the execution phase of the
voyage planning section of the resolution
states the meteorological conditions and
weather routeing information should be
taken into account. This is particularly
critical in areas known to be affected
by frequent periods of low visibility. He
added: The integration between ecdis
and weather routeing tools should be
increasingly transparent to the ship
captain and officers in order to effectively
execute all phases of the IMO voyage
planning mandates.
Weather routeing has long provided
recommendations to ship captains for safe
navigation of their vessel and onboard
weather routeing solutions also aim to
aid the captain. However, the goal must
be to make the voyage planning process,
and integration into ecdis as seamless as
possible, said Mr Schlinkert.
The solutions provided by AWT
include the Bon Voyage System (BVS).
This includes onboard software for route
optimisation that can be easily transferred
to and from various ecdis stations. It
takes all IMO traffic separation schemes
into account, as well as wind, wave and
ocean currents to calculate an optimum
route according to the required speed.
It can advise on a route that reduces
fuel costs with relation to environmental
control areas. The weather and route
planning software can be integrated with
ship motion predictions, as well as a
motion sensor.
Facilitating this communication

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between ecdis and weather routeing tools,
the BVS track files can be imported to and
from various passage planning tools. This
enables the navigator to plan the route for
the intended voyage without interfering
with the ships navigation, said Mr
Schlinkert. The BVS platform serves as a
workstation for the efficient planning and
the direct transfer of the planned route to
the navigation workstations, as set out.
BVS exchanges route data with Japan
Radio Co, Transas and Sperry Marine ecdis
models. In addition, BVS is compatible with
passage planning tools including UKHO
e-Navigator, ChartCo passage manager
and GNS Voyager.
Jeppesen has developed software
applications for voyage planning that
owners can use for fuel optimisation.
OceanView is a powerful planning
system that combines navigational charts,
environmental information and automatic
nautical route planning. It is based on
the Jeppesen Professional+ service and
official ENC chart databases, the latest
weather information and piracy incident
reports. Jeppesen also offers the Vessel
and Voyage Optimization Solution (VVOS)
for onboard ship officers, shoreside
operations and cargo planners, technical
staff and commercial managers to improve
operational efficiency and performance.
VVOS utilises advanced routeing
algorithms to accurately and
comprehensively optimise each route
for on-time arrival while minimising fuel
consumption, maintaining seakeeping
limits and avoiding heavy weather,
said original equipment manufacturer
strategic business manager Paul
Elgar. The VVOS guidance system
also recommends speed and heading
changes to manage ship motions. It
helps minimise heavy weather damage
based on sophisticated hydrodynamic
modelling, optimisation algorithms and
high-resolution ocean forecasts.
VVOS includes a detailed, ship-specific
model of vessel motion, as well as engine
and propeller characteristics. This ship
model computes the speed for forecast
wind, wave and ocean current conditions
at a given engine power, and propeller
revolutions, as well as ship motion
limitations uniquely defined for each ship.
Mr Elgar explained how VVOS can
be used on board ships: At sea, ships
download the latest ocean area forecasts
via satellite communication. Masters can
update and re-optimise passage plans
as new forecasts become available or
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operational requirements change during
a passage. With this process of daily
continued refinement, a safer and more
economical passage can be achieved.
Pay-as-you-sail ENC services
are cost efficient
Nautisk offers its Neptune service
for voyage planning and navigation
information delivery. It also provides a
pay-as-you-sail (PAYS) service for ENC
ordering, licensing and delivery. Nautisk
head of global sales Peter J Pran said
the Neptune real-time vessel information
service reduces the workload for deck
officers and improves navigation.
Neptune streamlines workflow and
improves chart control by only sending
the information required for the task in
hand, he said. It is compatible with
both bridge and shore-based systems,
ensuring consistent operation across the
entire team.
Neptune combines electronic notices
from the British Admiralty, the Norwegian
Hydrographic Service and the US National
Oceanic and Atmospheric Administration
with an update service for ENC cells
from the UKHO and Primar. It integrates
Admiralty digital products (ADP) including
the List of Lights, TotalTide and radio
signals, which can be downloaded and
updated through the system. Neptune
also includes marine management tools,
reports, weather forecasting, routeing, as
well as online news and information.
Nautisks PAYS+ solution enables ecdis
users to access global ENCs for route
planning, while only paying for those that
Paul Elgar (Jeppesen): VVOS utilises
advanced routeing algorithms to accurately
and comprehensively optimise each route
VOYAGE PLANNING | 31
are actually used on the voyage. The
PAYS+ service utilises data from Primar,
but without the premium cost associated
with the service. In short, PAYS+
removes the premium on ENC cells for
certain trading areas, said Mr Pran. In
addition, it allows the vessel to predefine
a standard trading area where the ENC
cells will be licensed on a longer period
than the standard three months. Once the
area is set up, this process is automatic,
which of course leads to simpler ENC
management for the vessel and reduced
cost for shipping companies.
Last year, Nautisk introduced the
NaviTab tablet computer to enable
navigators to access digital information
and navigation documents from a data
portal. Modern navigators have a
multitude of bridge equipment, and large
numbers of publications and operational
manuals required for compliant voyage,
said Mr Pran. NaviTab effectively brings
a complex back of bridge operation
to the palm of the navigators hand.
Users can search in seconds to find
the relevant publication for a particular
voyage. Once the relevant publication
is selected, users can check quickly
for essential updates and bookmark
important notes.
ChartCos PassageManager improves
voyage planning by taking officers
through a 13-step wizard to compile a
comprehensive and customisable passage
plan within 15 minutes. According to sales
and marketing manager Robert Corden,
this plan can then be amended digitally
as the voyage develops. He added: It
has the added benefit that across a fleet,
each vessel will produce an identically
formatted plan to ensure it meets the
companys safety management system
standards. It can also be sent back and
forth to the vessel superintendent ashore
if necessary.
He said the software compiles all
of the required information from the
PassageManager databases for the
planned route. Another benefit is the ease
of keeping digital publications and ENCs
up to date. One of the major benefits of
digital products and publications is that
updating them, the bane of many a second
officers life, becomes a few moments
work, Mr Corden added. Simply copy
and paste a few downloaded files,
transfer ENC updates to the ecdis via a
memory stick, press a button and all your
navigational charts and publications are
updated," he commented. ECDIS
32 | COMMUNICATIONS

Navigational data
providers will be
able to send chart
corrections and
updates in real-time

Peter Broadhurst

Online apps are coming

for route planning
Applications for improving voyage The new generation of high throughput satellites will offer
greater bandwidth on ships for downloading sets of applications
planning will be available to ship from an app store. Ship operators will be able to use satellite
operators over the new generation of connectivity to conduct real-time weather routeing and voyage
execution, as well as updating ecdis with more detailed ENC files.
high throughput satellites Shipowners will be able to use more route management services to
reduce fuel costs or optimise the arrival and departure of ships to
meet precise cargo and charter requirements. The onboard crew will
have access to more information sources to conduct sailings to meet

N
ew applications will be developed that will enhance voyage
planning using electronic navigational charts (ENCs)
and weather information. Seafarers will be able to use
online solutions, such as cloud computing, as well as downloaded
applications to provide the latest information for safe navigation.
There will also be applications for improving fuel efficiency, through
more effective route planning and vessel trimming.
these needs.
The vast majority of commercial ships are connected to satellites
using L-band of radio frequencies, which limits the amount of
data they can download, and allows even less to be uploaded. Some
vessels are connected through VSAT services on Ku-band, with
L-band as a back-up. Many passenger ships have C-band as either a
primary connection, or as a back-up to Ku-band.

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Satellite communications technology is evolving to enable ships
to use an almost worldwide Ka-band network with faster downlinks
and uplinks. Inmarsat Maritime has commercially launched its
Fleet Xpress Ka-band service that utilises a constellation of fifth
generation satellites that were specifically designed for mobile
communications. Inmarsat Maritime vice president of service
development Peter Broadhurst expects Fleet Xpress, and the
Certified Application Partner (CAP) programme, will enable ship
operators to download applications from a maritime-optimised app
store for numerous operations.
The UK-based satellite operator is setting up a gateway for
ships to access these CAP applications via Fleet Xpress. It should
help seafarers ensure that electronic charts are up-to-date and use
different types of information. In the past, updates were passed to
vessels in a number of ways USB sticks and compact discs, for
example. But the transfer of this data was not in real-time and was
not cyber-safe, Mr Broadhurst said.
Through our CAP programme, specialist third-party
navigational data providers will be able to send chart corrections
and updates in real-time, Mr Broadhurst said. The officer-of-the-
watch and the master of the vessel need no longer worry whether
or not the ships charts are up-to-date or, in the case of a vessel
chartered for a different area, whether the correct charts are available
on board.
There will be two systems for obtaining the real-time updates.
One, through a file-on-demand system, will enable a request
for current chart updates to be made to a local server and the
updates will then be downloaded. A second solution would be
fully automated and more convenient for navigators. Through the
process of content pre-positioning, all ENCs are updated in a multi-
vessel transmission, so that all ships are completely up-to-date 24/7.
The data will be stored on the network service device on board and
will be automatically and immediately available when interrogated
by the ecdis. The whole process will be completely automatic and
ships charts always will be current.
Electronic charts can provide information on short-term
exclusions, which are not possible using paper charts. Mr Broadhurst
said as an example, an exclusion zone around a dredging operation
can be made available to navigators in the area. Or vessels could
receive real-time information on an exclusion zone around a drifting
drilling rig.
Weather-related services could also be linked to an ecdis through
Inmarsats CAP programme. Third-party data providers will
have direct access to vessels for their business applications, Mr
Broadhurst said. A number of software developers that attended
Inmarsats developer conference in February are planning advances
in weather routeing.
A significant number of vessels already use weather routeing,
principally to avoid bad weather which can cause delay and increase
fuel consumption, he explained. But weather routeing systems are
only in their infancy because mostly they are not in real-time. We
believe that a new generation of weather routeing systems, made
possible by always-on ship communications, will have a significant
impact on ship operating efficiency. He expects that planning the
optimal arrival time at the destination port will become a routine
aspect of ship operations. The voyage track, ship speed, as well as
prevailing and forecast weather systems will all be factored in to
make vessel navigation as efficient as possible. This would reduce
fuel consumption and minimise emissions.
Mr Broadhurst expects always-on connectivity will also link
shipping to smart international transport and logistics chains. Until
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COMMUNICATIONS | 33
now, ships have been relatively isolated when compared with other
transportation assets, partly because the shipping industry has an
in-built reluctance to share information. Now, though, far more
control can be exercised over ship management at sea to maximise
efficiency. Applications will focus on effective ship operations as part
of a fully connected supply chain. Ship-to-shore communications
are enabling a new era of improved vessel control and proactive
maintenance. Shipboard components can be permanently monitored
and fuel usage can be automatically recorded.
KVH Industries has developed a system for delivering updated
ENCs and weather routeing information to ships. It has agreements
in place with Jeppesen to supply ENCs and updates, and Applied
Weather Technology (AWT) for weather information. This is
multicast to ships over KVHs mini-VSAT Broadband Ku-band
service and the IP-MobileCast content delivery service. E-learning
courses that enable officers to familiarise themselves with ecdis
operations can also be sent to ships through IP-MobileCast. These
are created by a joint venture between Videotel and Safebridge.
On top of the growing wideband Ku-band networks, there will
be spot beam Ku-band delivered by a growing number of high
throughput satellites. Intelsat has started testing the first of its
satellites, I-29e, with EpicNG technology that delivers fast data
transmission rates over the North Atlantic region. It will have
multiple uses for maritime communications as Intelsat has sold
some capacity to service providers EMC, Panasonic and Harris
CapRock. Intelsat plans to launch more EpicNG satellites over the
next two years to expand its fleet of high throughput systems.
Telesat launched its Telstar 12 Vantage high throughput satellite
in the fourth quarter of last year to provide Ku-band coverage over
Europe. Panasonic Avionics Corp recently agreed to use capacity on
the satellite to provide bandwidth to shipping in the Mediterranean
and along European waterways. Telenor Satellite has been testing its
Thor 7 Ka-band satellite service to shipping with around 15 vessels
connected during a trial period. SES has unveiled plans to launch
Ka-band services to shipping in Europe in the second quarter
of this year on two of its Astra satellites. It also expects to begin
services for shipping between the Suez Canal and South East Asia
this year. ECDIS
Inmarsat has launched a new constellation
of satellites for Fleet Xpress solutions
34 | TRAINING
Type-specific training
will be mandatory
Officers will need to be familiar with the ecdis models they operate under STCW
amendments that come fully into force from the end of this year
F
rom the beginning of January 2017,
all officers that are using ecdis on
board ships need to have the right
certification that shows they have
received generic and type-specific ecdis training.
The amendments made to the international
convention for the Standards of Training,
Certification and Watchkeeping (STCW) come
completely into force from the end of this year.
Officers will then need to show port state control
inspectors that they have the correct training
to use ecdis for safe navigation. This includes
familiarisation training on the models that are in
use on board.
Officers must have completed a generic
ecdis course that follows IMO model course
1.27, and have a certificate that confirms they
have been shown the specific functions of the
ecdis that is deployed on the ships they work
on. Generic training should ensure navigators
can use and understand ecdis as part of the
navigation of ships. The type-specific, or
familiarisation, training should ensure they are
competent in using the specific model and its
different functions.
Currently, different flag states have varying
requirements for familiarisation training.
But from January 2017, all officers will need
to have evidence that they have received
both types of training to comply with STCW,
regardless of the flag of the ship. Ecdis
training is a bolt-on to the main STCW deck
officer training. But some feel that it should
be as integral to STCW courses as ecdis is to
modern ship navigation.
Changes should be made to STCW so that
seafarers learn about ecdis operations as part
of the main course and not as an additional
module. Furunos Europe manager Mads Friis
Srensen spoke emphatically during a recent
seminar on this subject. He said part of the
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Brijendra Srivastava (Bernhard
Schulte Shipmanagement)
The consequences
of an accident
due to inadequate
familiarisation with
ecdis can be serious
problem with the current training set-up is that
the whole industry had underestimated the
impact that ecdis has had on navigation tasks.
Working on ecdis and electronic
navigational charts (ENCs) is not the same
as using paper charts. This is because there
is much more information within ecdis than
just the chart itself. There are also different
functions, such as overlaying radar, or weather
information. Operators need familiarisation
training, as we need the right level of ecdis
competence on board, said Mr Srensen.
This may have not been considered when
ecdis was originally defined.
He thinks the industry should re-examine
how navigation is taught in the STCW courses
so that ecdis and ENCs are much more
integrated. We need to adapt STCW training
to cover new technology and we need to have
other skills in STCW, such as IT security and
culture, he commented. We need to match
the training to the technology so that such
things as navigator competence in ecdis and
e-navigation are included.
He went further and suggested that training
providers should be integrated with the
development of ecdis and shipowners ecdis
implementation. Ecdis should be designed so
that training would not be required, or would
be very simple. Or, if training is needed, then
this should be integrated into development
processes from the beginning. There are still
many seafarers that do not have ecdis training
and this needs to be addressed.
Furuno has a training centre and courses
that other institutions can use for ecdis
teaching. All of its INS training courses include
comprehensive theoretical lectures and
hands-on generic and type-specific training
exercises. These provide navigators with a
thorough understanding of the equipment,

knowledge of how to operate it properly,
and the know-how needed to determine the
validity of the data provided.
The simulator training includes modules in
modern navigation during normal operational
conditions, as well as during dangerous or
critical circumstances. All certified training
courses conclude with an assessment of the
trainees performance. This is done through
theoretical and practical tests that have to be
passed in order for the trainee to be awarded
a certificate.
Bernhard Schulte Shipmanagement (BSM)
uses Furuno training modules, as well as
e-learning courses from Safebridge, to provide
familiarisation training for officers on ships it
manages. It also has a maritime training centre
in Mumbai, India where it has a Furuno ecdis
simulator that is used for teaching officers
before they go on board ships.
BSM manages more than 600 vessels and
TRAINING PROVIDERS SHOULD BE AN INTEGRAL
PART OF ECDIS IMPLEMENTATION (CREDIT: FURUNO)
Authorities
Training
providers
Manufacturers
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TRAINING | 35
has to provide training for many different
types of ecdis installed on these ships, from
Before we assign a variety of suppliers. Because of a relatively
an officer to a vessel large number of staff on board at BSM, we
we check what kind have to provide type-specific ecdis training
of ecdis is available to our officers on an almost daily basis,
said BSM maritime training centre director
on board Brijendra Srivastava.
Type-specific ecdis training is very
important and has to be undertaken over
and above mandatory generic training. The
experience with different models of ecdis
at sea varies from person to person, so it
is important that generic training is further
supplemented with type-specific training.
Because of the amount of work deck officers
have to conduct on board and the short time
available to perform these tasks, there is little
time for onboard training. This is why BSM
provides training at its Mumbai centre.
Before we assign an officer to a vessel
we check what kind of ecdis is available on
board. If the officer does not have the relevant
licence for that particular type, they have to
undergo training on a remote learning ecdis
simulator, Mr Srivastava explained. Each
officer is requested to complete his training
before joining a vessel. Once he is on board,
effective training is no longer possible due to
other responsibilities.
Most of our ecdis training requirements are
covered by Safebridge and Furuno. However,
on a few occasions our officers need to attend
approved shore-based academies, in cases
where the ecdis model is not covered by
Safebridge or Furuno. With so many officers
to train on ecdis, there are a lot of different
requirements from the courses.
Mr Srivastava said the younger generation
of officers understand how to operate ecdis
but may not have the navigation experience of
older officers, which would be gained from using
paper charts. Generally we find that youngsters
are more comfortable interacting with electronic
systems. However, we also have senior officers
who have spent a lot of time with paper charts,
and take some time to get used to ecdis,
although there are exceptions.
Mr Srivastava believes that type-specific
training is essential to improve navigational
safety and minimise the risk of accidents.
He said all officers that are expected to use
ecdis should be familiar with the functions.
The consequences of an accident due to
inadequate familiarisation with ecdis can
be serious, he commented. A navigational
accident due to lack of training with ecdis
Shipowners is unacceptable. Therefore, in our opinion,
type-specific training over and above generic
training should be mandatory. It will be, under
STCW, from 1 January 2017. ECDIS
36 | TRAINING
E-LEARNING OPENS
TRAINING TO
SEAFARERS ON SHIPS
T
here is increasing use
of e-learning practices
to train deck officers
in the different types of ecdis
equipment. It is a requirement
that seafarers receive type-
specific ecdis training to
familiarise them with the
systems they will be operating
on board ships in the fleet. One
way to provide this training
is to send them on simulator
courses. Another method
is to offer this training as a
distance learning course. This
enables officers to go through a
specially designed programme
using real ecdis software, either
at their homes or on the ships
on which they are serving.
Safebridge provides instruction on the use of ecdis through its courses
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Safebridge has joined forces with Videotel and
Seagull in separate deals to offer online ecdis
training on ships, and PC Maritime has added an
Internet option for its Navmaster ecdis course
Safebridge, Videotel, Seagull
Maritime and PC Maritime
are the main providers of
e-learning services.
In February, Videotel
and Safebridge joined forces
to provide ecdis training
and certification on ships.
Together, they will offer
type-specific ecdis e-learning
courses for more than 30
different models. Safebridges
courses will be made available
to seafarers through Videotel
on Demand (VOD) systems
that are on board thousands of
merchant ships.
The agreement will enable
a trainee on a ship to select and
log onto the VOD system and
access the relevant Safebridge
courses. After completing
online theory segments, the
trainee would then proceed
to practical training using the
onboard ecdis before taking
their test using Safebridges
validation systems. This will
help shipowners, operators
and managers meet the IMO
requirements for delivering
familiarisation training on ecdis
systems used on ships. The
agreement covers all Safebridge
courses currently available and
those that it is developing to
cover forthcoming models.
Videotel chief executive
Nigel Cleave said this
agreement will help owners
overcome the training
challenges. Training crew
on ecdis type-specific models
has been a real headache
for shipping companies and
shipmanagers over past years,
he said. The large number
of different ecdis models and
the fact that crew generally
have to complete their training
ashore means that the shipping
industry has faced a costly
logistical burden in getting
crew the knowledge they
legally require.
Videotels training solutions
are in use on more than
12,000 vessels worldwide, and
include 950 new and updated
titles to meet current seafarer
training needs. The company
is a subsidiary of KVH
Industries, which provides
Ku-band and C-band satellite
communications to ships and
vessels. Videotels training

courses can be sent to ships
through KVHs IP MobileCast
multicast service to very small
aperture terminals.
Seagull Maritime and
Safebridge launched a joint
initiative in March to deliver
an ecdis training portfolio
for shipowners, managers
and operators. This combines
Safebridges e-learning courses
with Seagulls onboard training
platform. The portfolio will
offer seafarers familiarisation
training for more than 25
different ecdis makes and
models, which they can
complete in their own time.
Under the agreement,
Seagull is entitled to add the
complete Safebridge range
of ecdis training packages to
its onboard training system
(STS). This is accessible via a
laptop or desktop computer,
and hosts the Seagull training
administrator program, as well
as the entire onboard library of
e-learning modules available
from Seagull.
Seamlessly integrated
with the Seagull training
administrator offers a unique
solution for navigators to
perform ecdis familiarisation
training, both on board ships
with Seagull and online with
Safebridge, said Seagull
managing director Roger
Ringstad. Safebridge managing
director Ulf Steden added that
this agreement would spread
the use of e-learning ecdis
courses to more seafarers. The
integrated solution between
Safebridge ecdis training
systems and Seagull training
administrator allows for the
automatic transfer of training
records between Seagull course
departments and Safebridge,
whom issue the course
certificate, which is a unique
feature offering technical and
performance advantages.
Safebridge recently
expanded its online training
offering by adding type-
specific ecdis courses for the
Simrad E5024 model. This
is the latest type-approved
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
Roger Ringstad (Seagull): Seamlessly
integrated Safebridge courses with the
Seagull training administrator offers a
unique solution for navigators
navigation system for Solas
vessels from Navico. Safebridge
has included in the e-learning
course all of the new features
that Navico added to this
model. The E5024 ecdis has
two powerful independently
operating quad-core central
processing units, and dual
monitor outputs to drive two
displays with independent
information. While one
processing unit is running the
ecdis software, the other is
running Navicos Simrad NSO
evo2 multifunction display
software. The processors can be
connected to those of another
ecdis to enable a compliant
paperless navigation solution,
which navigators need to be
trained on.
Using Safebridges software,
officers can be trained in using
the simple menu structure that
Navico has incorporated with
this ecdis. This includes using
the wireless trackball controller
and the on-screen keyboard and
installing electronic navigational
charts (ENCs) supplied by
Navtor, as well as the Admiralty
Vector Chart Service and
ENCs from Primar. The E5024
also uses third-party chart
support services and various
radar overlay options. Officers
can go through a series of
course modules covering these
operations for familiarisation
with the E5024 ecdis before
they begin operating the system
on ships.
PC Maritime has added
Internet delivery to its
Navmaster ecdis training in
TRAINING | 37
response to a request from
VShips. This enables seafarers
to undertake familiarisation
training from anywhere with
an Internet connection. It
also broadens PC Maritimes
portfolio, as seafarers can
already do Navmaster ecdis
training in specific centres or
on board ships using DVDs.
VShips identified situations
where crew members needed
type-specific ecdis training at
short notice. For example, if a
crew member joined a ship with
Navmaster ecdis and they were
not familiar with this system,
they would require ecdis training
and certification to comply with
IMOs International Safety
Management code requirements.
The Navmaster course
is usually provided on two
DVDs containing the
training material. The formal
assessment, which can be
used by any number of crew
during a 12-month period
and does not require Internet
access, is usually only available
via e-mail. However, VShips
found there were cases where
the DVDs were not on board,
and expressed concern that
this could prevent crew from
operating ecdis on these
ships. PC Maritime added an
Internet delivery option to
overcome this problem.
VShips head of seafarer
training Alasdair Ireland
highlighted the importance
of offering a range of training
options to seafarers. It is
important that we can ensure
access to suitable ecdis training
for seafarers, in a range of
situations, often at short notice,
he commented. Being able
to direct seafarers to Internet-
delivered type-specific ecdis
material provides an additional
degree of flexibility, which
is very much appreciated.
PC Maritimes Navmaster
course meets The Nautical
Institutes checklist to assure
shipowners and authorities
that watchkeeping officers are
competent at operating ecdis
safely and effectively. ECDIS
38 | TRAINING

Transas extends
Get-Net ecdis training
The Global Ecdis Training Network is now part of the Transas Academy,
which integrates simulation, online courses and subject expertise

T
ransas has included its Global
Ecdis Training Network (Get-Net)
partnership for ecdis skills teaching
in its new Academy of integrated
training services. The Academy, a combination of
simulation technology, online content, software
and training experts, was officially launched at a
simulator user conference in Singapore in January.
It is part of a reorganisation of the company
that chief executive Frank Coles has instigated
since joining in the fourth quarter of 2015. He
said the Academy brought together training
centres, shipowners and training technology in
one integrated community. It is a connected
community where we are providing training
capabilities and functionality through our
simulator technology and online content, he said.
The Academy is part of the new Transas
Harmonised Eco System of Integrated Solutions voyages, ice navigation and oil spill response. ABOVE: Transas Get-Net
(Thesis). Mr Coles said this is a flexible data Transas Academy includes ecdis training partners offer classroom ecdis
platform that enables stakeholders in the shipping through the Get-Net training network, which training on desktop simulators
industry, including shipowners, vessel traffic includes recommended training centres that teach
management and training academies, to share both generic and type-specific courses to bridge
information and use Transas solutions. He expects teams. This network was set up when shipowners
that Thesis, and the Academy will enable training and managers asked Transas to help harmonise
schools to offer real-time training and expertise to the training that seafarers received on operating
support daily operational decisions. ecdis and using electronic navigational charts
We will enable training schools and vessel (ENCs), said training manager Sren Lbbert.
traffic controllers to play a greater role. The Because Transas has a large market share
ecosystem can facilitate training in different ways, for ecdis, ENCs and marine trainers, we could
and allow real world data to continuously fine tune provide trainees for the training centres, and
our models, said Mr Coles. Transas Academy vice centres for the shipowners. We can ensure that
president Ralf Lehnert said changes in shipping the training courses have similar content and
technology, seafarer competence requirements and manufacturer approval. We can also train the
updates to the Standards of Training, Certification trainers and do audits of the centres.
and Watchkeeping (STCW) had led the company There are two levels of membership to the
to integrate its training solutions. We are Get-Net network. There is a gold standard for
changing to higher automation and ships with ecdis courses taught in classrooms on desktop
greater connectivity to the shore, he explained. simulators, and a platinum level for schools that
There is more information exchange and decision can also offer bridge simulators. Centres can get
support from shore. Simulators can help with this Platinum if they have a Transas full mission bridge
in real-time, or in preparation for challenging simulator, and have the latest course-ware, said Mr

The Complete Guide to ECDIS | 2016 For more articles visit www.marinemec.com

Lbbert. We take care of the record keeping and
will handle the first level of inquiry, which means
training centres can focus on their core products.
There were 30 partners in Get-Net at the end
of January, mostly in Europe and the Philippines,
of which 27 were gold members. Transas certifies
all partners and stores the issued certificates for
verification and prevention of fraud. The advantages
to shipowners and managers of using Get-Net
include lower travel expenses for sending seafarers to
the nearest Get-Net partner, shorter lead times for
certification, and standardisation of the courses.
Transas recently updated the software and
added more functions in course-ware for its type-
specific ecdis training. It is adding online training
groups to enable discussions between different
schools. Mr Lbbert said Transas was looking
to open a cloud resource for the management of
ecdis courses and cadets.
It is considering developing online forms
and social media resources so Get-Net
partners are not limited to just providing ecdis
training through the network. There are also
improvements coming in teaching Navi-Planner
operations as focus moves from chart handling
to complete route planning, and greater use of
advanced functions, such as radar overlays.
Kongsberg introduces ecdis
e-learning course
Kongsberg Maritime, which supplies training
simulators and bridge systems, has introduced
an e-learning course for ecdis familiarisation.
Kongsberg developed the program to
train officers on its K-Bridge and K-Nav
ecdis products. The course was created, in
collaboration with the Maritime University
of Szczecin in Poland, in compliance with
the Standards of Training, Certification and
Watchkeeping (STCW ) and international safety
management rules. It enables seafarers expecting
to use Kongsberg ecdis to conduct type-specific
training remotely in their own time.
The new e-learning course is delivered
primarily through video lectures that explain in
detail the functionality of Kongsbergs integrated
and standalone ecdis products. It is based on a
two-day course curriculum already offered at
Kongsberg-approved training facilities worldwide.
The course covers all navigation operations
using ecdis, including:
basic operations;
navigation tools and functions;
setting of safety parameters;
sensor inputs and alarm handling;
route planning, validation and monitoring;
chart management; and
chart installation and updates.
Kongsbergs product adviser, for navigation
training Kim Finseth said e-learning can
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
TRAINING | 39
cost-effectively support shipowners training
requirements. By transferring our type-specific
ecdis course to an online and remote setting,
shipowners, operators and maritime training
organisations can further optimise their
training costs and improve staffing logistics
by reducing the amount of travel required.
Kongsberg offers an extensive ecdis training
portfolio including a course to teach training
personnel. Its five-day IMO model course 1.27,
and familiarisation course for K-Bridge and
K-Nav ecdis are approved by the Norwegian
Maritime Authority.
Safebridge offers training to
port state control
Safebridge has started training port state control
(PSC) inspectors in the basic technical and
operational requirements of ecdis. This follows
calls from the maritime electronics sector to
increase the technical knowledge of officers that
inspect ships for regulation compliance. Earlier this
year, Safebridge conducted a basic ecdis training
course for Germanys PSC. This covered the legal,
technical and operational requirements for the
carriage of ecdis as the primary means of navigation.
The course included practical insight into
ecdis solutions from different manufacturers,
which included simulations and demonstrations.
PSC officers were given the opportunity to
simulate an inspection based on an audit
checklist provided by Safebridge, while a trainer
demonstrated how the onboard deck officers
would be expected to perform.
PSC officers were able to share their first-hand
experience about inspections and provide statistics
on deficiencies, said Safebridge managing director
Ulf Steden. He added: This allows us to further BELOW: Officers
improve our training courses focusing on reducing receive training on
specific weaknesses of crew. ECDIS desktop ecdis simulators

TECHNOLOGY
CAN ENHANCE
NAVIGATION SAFETY
An INS has motion and rotation
sensors that continuously
calculate the position,
orientation and velocity of a ship
For more articles visit www.marinemec.com The Complete Guide to ECDIS | 2016
T
here are promising complementary
technologies that could offer greater
resilience, accuracy, integrity and
availability of navigation information to mariners.
There are devices that can integrate a mixture
of diverse inputs that could enhance the use of
ecdis for safer navigation.
The Royal Institute of Navigation (RIN)
recently highlighted several technologies that
could provide ship position alternatives to using
the Global Navigation Satellite System (GNSS)
constellations. GNSS consists of the Global
Positioning System (GPS), Russias Glonass
and Beidou, a local Chinese service. This will
be supplemented with the EU-funded Galileo
system later this year when the first commercial
operations commence. But although more GNSS
satellites will become available, there will still be
the need for alternative positioning services.
The RIN believes alternatives, such as
inertial sensors, should be considered for future
navigation. An inertial navigation system has
motion and rotation sensors that continuously
calculate the position, orientation and velocity
of a ship using dead reckoning. An inertial
guidance instrument would have accelerometers
and gyroscopes that delivered orientation and
position data to ecdis.
IXBlue presented its inertial navigation
system at the European Dynamic Positioning
Conference in London in February. Product line
manager Pierre-Yves Morvan said this instrument
could supplement GNSS data to improve
reliability of a vessels position. In navigation,
dead reckoning is the process of calculating a
ships position based on a previously determined
position, then advancing that using known
speed, time and course data. The process is
subject to cumulative errors, but can be used as
a back-up to GNSS.
Other complementary technology for dead
reckoning and position fixing include a ranging
mode from medium frequency coastal differential
SHIP POSITIONING | 40
GPS beacons and absolute positioning using
a ships radar. This involves radar securing an
absolute position using coastal infrastructure
of active radar responders, adapted radar
beacons, or passive contour features. Another
alternative would be triangulation using signals
of opportunity, of which an amplitude modulated
(AM) broadcast would be best. The RIN also
highlighted how digital television could be used,
but its range is limited. Bathymetric seabed
contour navigation and using Doppler signals
could also be used. Techniques of the future
could incorporate quantum technologies that use
cold atom sensing of rotation and acceleration.
As ships become more digitally connected,
mariners could use more commercial electronics
as aids to navigation. The RIN highlighted
how digitally aware mariners could use tablet
computers, mobile smart phones and other
portable devices for vessel positioning and
navigation. The RIN considers this to be an issue
that may impact safety if seafarers use unapproved
equipment. It thinks the risks are exacerbated by
the lengthy time IMO takes to prepare regulations
enabling and approving new technology. It is for
this reason that the shipping industry is slow to
adopt new technology and ideas.
When the industry does adopt technology,
systems should be designed for mariners to
use on a daily basis. Equipment needs to take
account of human factors during development,
which the RIN said has not been achieved
during the development of ecdis. The institute
also highlighted the point that seafarers need to
be more aware of the limitations of technology.
This would be helped if equipment displayed
the uncertainty in the measurement of the
ships position. The RIN also called for more
standardisation of ecdis equipment that is
driving the need for type-specific training. It has
called on IMO to consider introducing a standard
mode to ecdis to reduce uncertainties and
improve the usability of these devices. ECDIS
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