ECDIS

ECDIS What you need to know

ECDIS What you need to know

S T N E T N O C

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Mandatory ECDIS

At its 86th session rom May 26 to June 5, 2009, the IMO’s Maritime Saety Committee approved new regulations or the mandatory carriage requirement o ECDIS. The amendment to SOLAS Chapter V regulation 19.2 will require ships engaged on international voyages to be tted with ECDIS according to the ollowing timetable:

What is the IMO resolution?

I I II I TIMETABLE FOR ECDIS CARRIAGE REQUIREMENTS

Ship type

Size

Passenger ships

≥

Tankers

≥

ship

Existing ship

/ / /

500 gross tons

1 July 2012

No later than 1st survey ater 1 July 2014

3,000 gross tons

1 July 2012


≥

50,000 gross tons

1 July 2013


20,000 2 0,000 gross tons (new ships) 20-50,000 gross tons (existing ships)

1 July July 2013 2013

No later later than than 1st survey ater 1 July 2017

10,000 gross tons (new ships) 10,000 10-20,000 gross tons (existing ships)

1 July July 2013 2013

No later later than than 1st survey ater 1 July 2018

3-10,000 gross tons

1 July 2014

No retrot requirements to existing ships <10,000 gross tons

≥

Dry cargo ships

New

≥

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NOTE: Ships may be exempt rom the requirements i they will be taken permanently out o service within two years ater the implementation date specifed.

An amendment to the existing Chapter V regulation 19.2.1.4 was also made to refect that ECDIS is an acceptable alternative to nautical charts and nautical publications. However, However, it stipulates that it is appropriate to use only nautical charts and publications in a number o cases – or example ships not on international voyages, ships exempt rom the carriage requirements because they were to be permanently taken out o service and cargo ships on international voyages but below the agreed tonnage limit. 7

An Electronic Chart Display and Inormation System (ECDIS) is a computer-based navigation system that complies with IMO regulations and can be used as an alternative to paper navigation charts. Integrating a variety o real-time inormation, it is an auto-

What is an

ECDIS?

mated decision aid capable o continuously continuously determining a vessel’s position in relation to land, charted objects, navigation aids and unseen hazards. An ECDIS includes electronic navigational charts (ENC) and integrates position inormation rom the Global Positioning System (GPS) and other navigational sensors, such as radar, athometer and automatic identication systems (AIS). It may also display additional navigation-related navigation-related inormation, such as sailing directions. ECDIS is dened in the IMO ECDIS Perormance Standards, IMO Resolution A.817

? S I D C E n a s i t a h W / / /

S I D C E y r o t a d n a M

(19), as ollows:

Electronic Chart Display and Inormation System (ECDIS) means a navigation inormation system which, with adequate back up arrangements, can be accepted as complying with the up-to-date chart required by regulation V/19 & V/27 o the 1974 SOLAS Convention, by displaying selected inormation rom a system electronic navigational chart (SENC) with positional inormation rom navigation sensors to assist the mariner in route planning and route monitoring, and by displaying additional navigationnavigationrelated inormation i required.

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To legally comply with IMO regulations, an ECDIS must receive type approval, which is typically conducted by recognized organizations or marine classication societies nominated by fag states.

How do you know

i you have

an “ocial” ECDIS?

The test procedures were developed by the International Electrotechnical Commission (IEC) and are based on IMO ECDIS Perormance Standards, applying the IHO requirements S-52 and S-57. The perormance standards speciy many details, such as:

• ECDIS should present the Standard Display at any time by a single operator ac tion. • It should be possible for the mariner to select a safety depth. ECDIS should em phasize soundings equal to or less than the saety depth whenever spot soundings are selected or display. • The ENC and all updates to it should be displayed without any degradation of their inormation content. • It should not be possible to alter the contents of the ENC. • ECDIS should also be capable of accepting updates to the ENC data entered manually with simple means or verication prior to the nal acceptance o the

? S I D C E ” l a i c   o “ n a e v a h u o y  i w o n k u o y o d w o H / / /


data. They would be distinguishable on the display rom ENC inormation and its ocial updates and not aect display legibility. • It should always be possible to display the SENC in a “north-up” orientation. Other orientations are permitted.

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• The effective size of the chart presentation for route monitoring should be at least 270 mm by 270 mm. • It should be possible to plan an alternate route in addition to the selected route. The selected route should be clearly distinguishable rom the alternate route.

The IHO Check Dataset The IMO has indicated its concern about reports o operating anomalies identied in some ECDIS and issued IMO MSC Circular 1391. MSC Circular 1391 encourages mariners to report any unexpected ECDIS perormance issues to the appropriate authorities.

For the complete list, please see:

It is believed that some older ECDIS are unable to display important new chart eatures

http://www.nauticalcharts.noaa.gov/sta/docs/nRNC_EDISperormstandards.pd

recently agreed by IMO such as Particularly Sensitive Sea Areas and Archipelagic Sea Lanes as these require ECDIS to use the latest version o the display standards set by the

As with other navigation equipment, compliance with IMO standards is based on the manuacturer’s sel declaration. European governments are in agreement about recognition of their ECDIS type approval certificates – indicated by the “wheel mark” sign showing conormity with the Maritime Equipment Directive o the European Union. There are no such acilities, organizations or any particular request by a fag state in North America. Some maritime nations also have type-approval programs within their maritime saety administration or Department o Marine Transportation.

IHO. Some other ECDIS alarms and indications may also not work in certain operating modes in some equipment. To support urther investigation and to collect more inormation the IHO, which is the intergovernmental organization responsible or the ECDIS chart and display standards, has produced a simple Check Dataset that allows the operation o ECDIS to be checked. Any anomalies revealed by the checks will alert mariners to the possibility that their ECDIS may require upgrading and will help to identiy how the dierent brands o ECDIS display and handle chart inormation. Feedback rom the checks will be used to inorm the IMO, national Hydrographic Oces, ECDIS manuacturers and others, so that they can take any corrective action that may be necessary.

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The ENC data needed to conduct the checks is provided to ships through the normal ENC provider network or via the IHO website.

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r e r u t c a f u n a w m e i S I v r D e C v E o

p s a . x e d m n i o c n . e / h c n m e c n . t k r c o i . d r c k m . a .  . h . c o c o d c e o m c e l a . . n r t i e u l x r u m e e a n a m m r e h u m h . d . d . e .  . g . . w w w w w w e w t w w w w w w w i w / w / w / w / w / w / w s / / b / : / : / : / : / : / : : p t p t p t p t p t p t p e t t t t t t t h h h h h h h W t

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m o c . h c e t y a w d a e h . w w w / / : p t t h

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o s i c i r v a a M N

z t ü s h c m s e e n t s A e y i m n s t n i r v i o a a r a e N M h M t v I - y a S C a N O P R

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n m c o . p j c r . m m . k o o o e . c n o . c i i . . c r c . k s a e i u m e e l n o m b i n k p m . g . y r m o c o o o c r n y t e n s k e e k l x e o o r a r e p t s . s . t . t . t . t . t . w w w w w w w w w w w w w w w / w / w / w / w / w / w / / : / : / : / : / : / : / : p t p t p t p t p t p t p t t t t t t t t h h h h h h h

s e i g o l o n h c e T r e t t u R

s m e t s y S s n c i o i n t o a r t c g m r e o a l n  E u n n s I e M m a d A a e S o S S S

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S A o k l e T

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As this inormation can change, please reer to www.jeppesenmarine.com/ecdisecsor the most up-to-date inormation 15

Electronic charts and carriage requirements

To support a sae nautical environment or all , IMO requires nautical charts to be carried onboard. Amendments to SOLAS regulations that came into orce in July 2002

What does the IMO

require onboard?

allow these requirements to be met solely by electronic means provided there is an appropriate back-up. The carriage requirement or charts and publications can be ulfilled by: - Carriage o ocial and up-to-date paper charts, or - Carriage o a type-approved ECDIS (using up-to-date Electronic Navigational Charts (ENC) supplemented by a suitable back-up arrangement).

The requirements or carriage o nautical charts are outlined in SOLAS Chapter V. The relevant regulations appear on the ollowing pages. They are: - Regulation 2, defines the nautical chart or publication (commonly called “ofcial charts and publications”) - Regulation 19, specifies the equipment to be carried on dierent types o ships - Regulation 27, specifies the requirement to keep charts and publications up to

? d r a o b n o e r i u q e r O M I e h t s e o d t a h W / / /

s t n e m e r i u q e r e g a i r r a c d n a C E

date.

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Regulation 2

Regulation 19

Regulation 27

(IMO SOLAS V/2)

(IMO SOLAS V/19)

(IMO SOLAS V/27)

2.2 Nautical chart or nautical publication

2.1 All ships irrespective o size shall

Nautical charts and nautical publications,

is a special-purpose map or book, or a

have:

such as sailing directions, lists o lights,

specially compiled database rom which

2.1.4 nautical charts and nautical publica-

notices to mariners, tide tables and all

such a map or book is derived, that is

tions to plan and display the ship’s route

other nautical publications necessary or

issued oficially by or on the authority o

or the intended voyage and to plot and

the intended voyage, shall be adequate

a government, authorized Hydrographic

monitor positions throughout the voyage;

and up to date.

Ofice or other relevant government

an Electronic Chart Display and Inorma-

institution and is designed to meet the

tion System (ECDIS) may be accepted as

requirements o marine navigation.

meeting the chart carriage requirements o this subparagraph; 2.1.5 back-up arrangements to meet the unctional requirements o subparagraph 2.1.4, i this unction is partly or ully ulfilled by electronic means; 1

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The Electronic Navigational Chart (ENC) is a le containing the ocial chart data that an ECDIS utilizes. It stores the chart inormation in the orm o geographic objects represented by point, line and area shapes, carrying individual attributes, which make any o these objects unique. Produced and authorized by national hydrographic authorities such as Hydrographic Oces, ENCs are vector charts that conorm to IHO specications. When used in an

What is an ENC ?

ECDIS, the data can be reassembled to display either an entire chart image or a userselected combination of chart data. ENCs are “intelligent” in that systems using them can be programmed to warn o impending danger in relation to charted inormation and the vessel’s position and movement. ENCs are vector charts compiled rom a database o individual geo-reerenced objects rom Hydrographic Oce’s archives including existing paper charts. When used in an ECDIS, the ENC content can be displayed as a seamless pattern in user selected scales presenting user selected chart items. The chart image generated rom ENCs is not simply a reproduction o the corresponding paper chart. Its diering appearance is intended

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to increase visibility and situational awareness and to allow overlays to work without adversely aecting saety, as well as to t the limited size and resolution o computer monitors. The ENC is a data le: special ECDIS operational unctions continuously retrieve the ENC content to give warning o impending danger in relation to the vessel’s position and its movement. IMO’s denition or the Electronic Navigational Chart – ENC: ENC means the database, standardized as to content, structure and ormat, issued or use with ECDIS on the authority o government-authorized Hydrographic Oces. The ENC contains all the chart inormation useul or sae navigation, and may contain supplementary inormation in addition to that contained in the paper, which may be considered necessary or sae navigation. 23

The IHO Special Publication S-57 “IHO Transfer Standard for Digital Hydrographic Data” provides the basis for ensuring the worldwide uniformity of ENCs issued by dif -

What is

erent organizations. It describes the standards or the exchange o digital hydrographic

the data ormat

surace o the earth or all ENCs.

o an ENC ?

S-63 encryption is available as a service rom the RENCs (IC-ENC and Primar-Stavanger).

data between national hydrographic oces and or the distribution o digital data and products to manuacturers, mariners and other data users. The World Geodetic System 1984 (WGS 84) is the horizontal datum reerence used to measure positions on the Further, the IHO has established a standard or encrypting and securing electronic navigational chart (ENC) data. This standard is called S-63, and it is a scheme available to hydrographic oces, third-party suppliers and end-users. The IHO administers S-63, and Within the next ew years the maritime industry will start to adopt the new S-100 standard that has been developed by the IHO to acilitate better marine and hydrographic inormation exchange than that currently available with the S-57 standard. Essentially, S-100 extends the unctionality o the S-57 hydrographic data transer standard by creating a more fexible and richer data ramework. ECDIS manuacturers

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will adopt and implement support or S-100 in their systems as and when requirements dictate that they do so, and when data becomes available.

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What is

on the screen when an ENC is displayed ?

An ENC contains an abstract description o geographic entities but does not contain any presentation rules. All rules or the display o ENC content are in a separate ECDIS software component – the “Presentation Library”. The ENC’s geo-reerenced objects and the appropriate symbolization contained in the Presentation Library are linked to each other in the ECDIS only when called up or display. The resulting image varies depending on the selected sea area, the intended display scale and the mariner’s pre-settings, such as ambient light and other operational conditions. The denition o the Presentation Library or ENCs is contained in Annex A o the IHO Special Publication S-52, Appendix 2 “Colours & Symbols Specications for ECDIS” (current edition 3.4/2008)— its use is mandatory in all ECDIS. The ECDIS Presentation Library ollows that o the paper chart as much as possible. However, studies and early experience indicate that good visual communication between the ECDIS display and the user requires more flexibility o display than paper charts provide. As a result, alternative display methods are being introduced as options in the Presentation Library.

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The lighting on the bridge ranges rom bright sunlight, which washes out inormation on the display, to night, when the light emitted by the display has to be low enough that it does not aect the mariner’s night vision. The color and symbol specifications o S-52 have been designed to meet these dificult requirements rather than less demanding normal day conditions. Because the ECDIS display uses emitted light, compared with reflected light or the paper chart, ECDIS must switch to a negative image o the chart at night, using a dark background

Day

in place o the white background o the paper chart, in order not to impair night vision.

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Three pre-defined color schemes are thereore provided: - Day (white background) - Dusk (black background) - Night (black background)

Night

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An ECDIS does not process the ENC content directly to the screen. In order to display ENC data quickly enough, ECDIS converts each ENC rom S-57 ENC ormat into an internal ormat called the System Electronic Navigational Chart (SENC), which is opti-

What is a SENC?

mized or chart image creation. However, the SENC ormat may dier between the ECDIS o dierent manuacturers. In contrast to the common uniorm ENC ormat, the SENC ormat is dependent upon the choice o each ECDIS manuacturer. The characteristics o SENC are dened in paragraph 2.3 o the ECDIS Perormance Standard. Chart updates, either received electronically or applied manually will be incorporated into the SENC directly.

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The IMO denition in the IMO Perormance Standards or ECDIS: 2.3 The System Electronic Navigational Chart (SENC) means a database resulting rom the transormation o the ENC by ECDIS or appropriate use, updates to the ENC by appropriate means and other data added by the Mariner. It is this database that is actually accessed by ECDIS or the display generation and ot her navigational unctions and is the equivalent to an up-to-date paper chart.

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SENC delivery is an alternative method to the standard distribution and use o ocial ENC data. Developed by IHO’s Worldwide Electronic Navigational Chart Database (WEND) system, this method allows an authorized chart data distributor to perorm the ENC-to-SENC conversion – that otherwise would have to happen inside the ECDIS –

SENC delivery

and deliver the resulting SENC to the end user. It is possible or the ECDIS to determine i the SENC data being displayed is rom either an ENC or a private source by use o the Agency Code (a two character combination which is unique or any data producer) embedded in the data. Using this code, the ECDIS is able to inorm the mariners that they must navigate with an ocial up to date paper chart i SENC data rom a private source is in use. The ECDIS will show a warning on the ECDIS screen:

y r e v i l e d C N E S / / /


«No Ocial Data -Reer to paper chart » At the 16th International Hydrographic Conerence, (Monaco 14 -19 April 2002), the IHO Member States agreed a “SENC Delivery Option” (decision 17.e of the conference reers) or ECDIS, thus allowing that ENC data could be distributed in proprietary SENC ormats as well as in the undamental IHO S-57 ormat. This resulted in an amended paragraph 3.3 o S-52 and a new IHO Technical Resolution A3.11

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ENCs are created and designed or dierent scale ranges (Usage Bands), and the denition o which scale has to be used or which Usage Band is not yet internationally agreed. The table below, provides an overview o the common scale ranges or each Usage

ENC scale ranges

Band:

I II SUGGESTED ASSIGNMENT OF NAvIGATIONAL pURpOSES TO SCALE RANGES Navigational purpose

Scale Range

Overview

<1:1 499 999

General

1:350 000 – 1:1 499 999

Coastal

1:90 000 – 1:349 999

Approach

1:22 000 – 1:89 999

Harbor

1:4 000 – 1:21 999

Berthing

1:4 000

s e g n a r e l a c s C N E / / /


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To acilitate the display o the radar overlay on ENCs, Hydrographic Oces are encouraged to set the compilation scales o their ENCs to be consistent with the standard radar range scales as shown in the ollowing table:

I II RADAR RANGE / STANDARD SCALE Navigational purpose

Scale Range

200 NM

1:3 000 000

96 NM

1:1 500 000

48 NM

1:700 000

24NM

1:350 000

12 NM

1:180 000

6 NM

1:90 000

3 NM

1:45 000

1.5 NM

1:22 000

0.75NM

1:12 000

0.5 NM

1:8 000

0.25 NM

1:4 000

s e g n a r e l a c s C N E / / /


Although ENCs with the same Usage Band may overlap, the displayed inormation must not. ENCs with a dierent Usage Band could overlap both area and displayed inormation.

37

? d e m a n s C N E e r a w o H / / /

How are ENCs named?

Each ENC is identified by an eight-symbol “name”. The first two characters refer to the producer – FR or France or GB or Great Britain, or example. A complete list o producer codes is included in the IHO standard S-62. The third character (a number rom 1 to 6) represents the navigational purpose band. The last ve are alphanumeric and are unique or each ENC.


39

? d e t a d p u s C N E e r a w o H

How are ENCs updated?

The generation and distribution o regular ENC updates should happen in the same

/ / /

way the ENCs are initially produced and distributed. Normally, this is coordinated with


the chart corrections circulated with national Notice to Mariners or the aected sea areas. Updates may reach the ship in a variety o ways, depending on the capabilities o the service provider and the onboard communication acilities: • On data distribution media, such as DVD • As an e-mail attachment via SATCOM • As a broadcast message via SATCOM plus additional communication hardware • As an Internet download via GSM, 3G, WiFi or any other Internet channel

41

How will mandatory ECDIS be enorced?

Though the IMO crated the resolution that will make ECDIS mandatory on steadily more commercial ships over the next ew years, the IMO has no power to enorce compliance to it. The role o enorcement alls upon national governments and/or

Port state control

and fag state requirements

international or regional governing bodies. Once a government has become a signatory to an IMO convention, the rules in that convention are adopted as national laws and regulations, which impact any ship carrying that nation’s fag or any ship visiting that government’s ports. These are then enorced during fag state and port state inspections, usually carried out under the auspices o a national maritime administration (such as the United States Coast Guard). The requirements to ships fying a nation’s fag (fag state requirements) and the requirements to ships visiting that same nation’s ports (port state control requirements) are usually the same; the requirements rom nation to nation, or government to government, however, oten dier, even i they are derived rom the very same IMO Convention. Shipowners will o course be amiliar with the rules and regulations o their ships’ fag state authorities. Regional aliations o port state authorities (such as the Paris Memorandum o Understanding, a coalition o 27 European and North Atlantic maritime ad-

s t n e m e r i u q e r e t a t s g a f d n a l o r t n o c e t a t s t r o P / / /

t n e m e c r o f n e S I D C E

ministrations) provide guidelines to owners o ships that will call at ports in their region.

45

Port state control inspections will seek to ascertain whether any and every commercial vessel visiting a country’s ports is being operated in accordance with national

What can I expect

rom port state control ocers?

laws and international regulations. In the instance o mandatory ECDIS, the relevant international regulation is IMO’s SOLAS Convention. The Tokyo MoU (Memorandum o Understanding) region, which aligns the port state control unctions in Far East Asia, carried out in late 2008 a concentrated inspection campaign on saety o navigation. The most notable deciency ound during this campaign was related to lack o adequate charts and publications (57.39 per cent). Despite the act that these inspections all ollow the requirements laid out in the IMO’s SOLAS Convention, dierent interpretations o this convention has resulted in dierent guidelines rom country to country, and regime to regime. A port state control ocer will reer to the statement rom the fag state authority, which is onboard every vessel, and will control the ship according to these requirements. Port state control ocers dier in their expertise, but many have a background rom navigation and steadily more will have experience with ECDIS systems. As a result, one should expect the prociency and rigor o these systems’ control to increase over time.

? s r e c   o l o r t n o c e t a t s t r o p m o r  t c e p x e I

n a c t a h W / / /


47

In the context o mandatory ECDIS , requirements rom fag state authorities are

What will my fag state demand o me?

unortunately not uniorm rom government to government. Governments dier on two key points: • whether an ECDIS using ENCs can qualify as the ships’s primary system for navi gation, and • what constitutes an acceptable back-up arrangement.

A very useul compendium o fag state ECDIS requirements was developed by the RENCs, the International Center o ENCs and Primar, in 2007, and is reprinted on the ollowing pages. This inormation was compiled as a reerence rame to help resolve uncertainties. It

? e m  o d n a m e d e t a t s g a f y m l l i w t a h W / / /


does not replace or amend national or international rules and regulations. Ship owners should always reer to their national administration and fag state or the latest inormation.

51

 e t e g t o t n e a n i e i e a r e v a m r c n i r t m N N N N N N N N N N N N N N N N N N N N N o a a t c e a p d t S r p  S I A i o t e r c e a D L u c s C O q e A u h c E S r – s  C S o N D R C e c  R n n a o e i t p s S e u I c e D c h C A t E s t n e e l b m a p e t u p - g e n d e k a c r o c c a r A b a m e y r n c S a i o n I a s D i t t C m a p C E g N r p i e E c d r v c  n o a A o a  n

t n e m u c o d ( ) e c e t a n t e s r g  e a e l F r

N

N N N N N N N N N N N

K * * Y Y / N N Y Y N N N N Y N Y Y Y N N N N N Y

N

* Y N N N N Y * Y Y Y Y N

3 3 * 3 3 3 3 A * , 3 3 A , 3 3 A 3 * 3 3 * 3 2 , , / 2 , , / , 3 , , , , , , / 3 , 1 , 1 , 3 , 1 1 N , 1 1 N 1 1 1 3 1 1 1 1 N 1 1 1

A / N

3 * 3 A A 3 3 A 3 , A A / 3 , / / , , / , * / , 1 N 1 N N 1 1 N 1 2 , N 1

* * * Y Y Y N Y Y Y N Y Y Y Y * Y Y Y Y Y Y N Y Y

N

N Y Y N N Y Y N Y * Y N

* s d s n a u i l r t i e r h u t a e M N

* d n a l a e Z w e N

a i l a r t s u A

s a m a h a B

s o d a b r a B

l i z a r B

a i r a g l u B

* a k i * r * b * a a d s a i d m u n n a l e o r m a o l n t n i l p a h o y e s n C C C C D E i F

* e c n a r F

* y n e a c m e r e e r G G

* n a p a J

a e r o K

* a i r e b i L

a i n a u h t i L

s d n a l s I l l a h a t s l r a a M M

* y a w r o N

* a m a n a P

d n a l o P

l a g u t r o P

* n i a p S

* n e d e w S

d n a l r e z t i w S

* e n i a r k U

* m o d g n i K d e * t i A n S U U

Explanation o Columns within the Summary Table: An asterisk (*) indicates that there is urther signicant or useul inormation in Part 2 that should be consulted. A plus (+) indicates that details have been obtained rom the Flag State website. Y = yes N = no N/ A = not applicable N/K = not known Column 1: Flag State: Name o Country. Where the nation has issued documentation either directly, or via IMO, the reerence to this is included in brackets. Column 2: Acceptance o ENCs and ECDIS or primary navigation “Yes” signies the Flag State accepts the use of ENCs in ECDIS or primary navigation on all its registered vessels when used in accordance with the provisions set out in A817(19); ie with adequate back up arrangements and using ENCs. An * may i ndicate that approval is given on a vessel by vessel basis – see part 2 or details. Column 3: Back-up arrangements considered acceptable by the authority 1 - a second ECDIS device using ENCs, maintained by an independent power supply 2 - a second ECDIS device using ocial Raster Navigational Charts (ocial RNCs), maintained by an independent power supply 3 - sucient paper charts covering the operational area 4 - other as specied in part 2 Column 4: Acceptance o the use o RNCs in ECDIS (RCDS mode) “Yes” signies the ag state accepts the use of RNCs in ECDIS (in RCDS Mode) or primary navigation in areas where there is no ENC coverage at an appropriate scale or navigation and when RCDS operation is supplemented by an appropriate portolio o up-to-date paper charts. Column 5: Acceptance o the use o private chart data (in ECDIS). “No” signies that the use of private chart data is not accepted as meeting carriage requirements and that i used in ECDIS a ull set o ocial paper charts must be carried and used as the primary means o navigation.

s t n e m e r i u q e r S I D C E e t a t s g a l F t n e m e c r o f n e S I D C E

53

Australia Acceptance o ECDIS See Australian Maritime Saety Authority (AMSA) Marine Notice 10-2005 and associated Background Paper. Backup Arrangements or ECDIS 1. A second ully compliant ECDIS, or 2. A ull olio o paper charts, corrected or the latest Notices to Mariners, or the i ntended voyage. Acceptance o RCDS Ocial RNCs may be used where ENCs are not available noting the requirement or vessels to carry the “appropriate folio” of paper charts when operating in the RCDS mode. AMSA has provided the IHO with a list o charts which will be the minimum requirement or the “appropriate folio” in Australian waters. Australian registered ships may dispense with the requirement for the “appropriate folio” in certain circumstances. Reerence should be made to AMSA Marine Notice 10 – 2005. IMO or Flag State Notifcations Marine Notice 10/2005 www.amsa.gov.au/shipping_saety/marine_notices/2005/MN10-2005.asp Background paper www.amsa.gov.au/shipping%5Fsaety/marine%5Fnotices/2005/documents/1005%20att.pd Website www.amsa.gov.au

Bahamas IMO or Flag State Notifcations BMA Inormation Bulletin 51 July 2003 Website www.bahamasmaritime.com

Barbados IMO or Flag State Notifcations Inormation Bulletin 64 –Electronic Charts and Nautical Publications SLS14/Circ200 www.imo.org/includes/blastDataOnly.asp/data_id%3D7855/200.pd Website www.barbadosmaritime.com/index3.html

Canada Acceptance o ECDIS Full details o the national regulatory requirements or ECDIS including acceptance, training, use o RCDS mode etc are to be ound in Canada’s Charts and Nautical Publications Regulations, 1995 and section 40 o the Crewing Regulations, made pursuant to the Canada Shipping Act. IMO or Flag State Notications Canada Shipping Act: www.tc.gc.ca/acts-regulations/GENERAL/C/CSA/menu.htm or www.tc.gc.ca/lois-reglements/generale/l/lmmc/menu.htm

Cyprus IMO or Flag State Notifcations www.shipping.gov.cy/circulars/c2006/circular_2006_26.pd Website www.shipping.gov.cy

Denmark Backup Arrangements or ECDIS Danish authorities also accept an electronic back-up arrangement or ECDIS mode o operation (using ENC) type-approved in accordance with relevant international standards, instead o a second ECDIS. (Re. resolution MSC.64(67), Annex 5). IMO or Flag State Notifcations SLS14/Circ180 www.imo.org/includes/blastDataOnly.asp/data_id%3D5399/180.pd Website www.dma.dk/

s t n e m e r i u q e r S I D C E e t a t s g a l F / / /


Estonia Acceptance o RCDS RNCs in ECDIS are accepted outside the waters o Estonian jurisdiction. Inside the waters under Estonian jurisdiction only ENCs are accepted. All Estonian waters are covered with ENCs and there is no need to use RNCs. Website www.vta.ee/atp/?lang=en

55

Finland IMO or Flag State Notifcations Regulation 1414/30/2004 - Shipboard Navigational Systems and Equipment (given in Bulletin No8 23.6.2004) www.ma./e/services/inormationservices/publications/bulletin/avaa.php?id=246 Other Comments Training: When a seaarer changes ship rom a vessel not tted with an ECDIS to another which is tted with an ECDIS, and the seaarer does not have any training on ECDIS, the owner shall require that the seaarer shall take part to an IMO model course on ECDIS beore signing on. Website www.ma.

France Acceptance o ECDIS Applies to all vessels; Maritime Authority provides certication Backup Arrangements or ECDIS At present the French Administration only authorises paper charts to be used as a backup to ECDIS. The content o paper chart backup olio will be dened in the near uture. Acceptance o RCDS Applies to all vessels; Maritime Authority provides certication IMO or Flag State Notications Règlement annexé à l’arrêté du 23/11/1987, division 221 Website www.mer.gouv.r/

Germany Backup Arrangements or ECDIS BSH accepts Chart Radar as meeting the requirements or back up. IMO or Flag State Notifcations Full details regarding the acceptance o ECDIS and RCDS and the status o private charts is included in the Week 1 issue o BSH Notice to Mariners each year. SLS14/Circ190 www.imo.org/includes/blastDataOnly.asp/data_id%3D5557/190.pd Website www.bsh.de

Japan Acceptance o ECDIS ECDIS is approved on a ship by ship basis Acceptance o RCDS RNCs o Japanese sea areas are not provided. Thereore navigation in these areas by means ECDIS in RCDS mode is impossible Website www1.kaiho.mlit.go.jp

Liberia Acceptance o ECDIS Permission is given on a vessel by vessel basis; a certicate is issued to the vessel IMO or Flag State Notifcations Guidance is provided to ship operators through Liberian Marine Operations Note 1-2005. Website www.liberianregistry.com/

Malta Backup Arrangements or ECDIS A type approved electronic backup arrangement or ECDIS mode o operation (using ENC) is also accepted IMO or Flag State Notifcations IMO circular SLS.14/Circ.254 www.imo.org/includes/blastDataOnly.asp/data_id%3D13957/254.pd



Marshall Islands Acceptance o ECDIS Even though a ship may be routinely operating in the ECDIS mode with available ENC data, prudence would dictate that an appropriate portolio o paper charts still be maintained as a back-up in the event that, or whatever reason, the ship loses the use o its ECDIS. Certain ports still require the use o up-todate charts or the approaches to their harbours. It is strongly recommended that Shipowners consider the practical and legal risks involved and continue to maintain corrected paper charts on board every ship. Acceptance o RCDS Because o a number o technical limitations in the RCDS, the mode does not have the ull unctionality o ECDIS, and thereore should only be used in conjunction with an appropriate portolio o up-to-date paper charts. 57

IMO or Flag State Notifcations Marine Guidance note 7-41-1 www.register-iri.com/marineguidelines/mg-7-41-1.doc Website www.register-iri.com/content.cm?catid=98

Netherlands Acceptance o ECDIS Upon receiving a documented request a conrmation o the permission to sail without paper charts is provided to the vessel by letter or ax. A note is added to the Saety Certicate indicating the vessel is equipped with an ECDIS compliant with SLS.14/Circ.191, which will also be attached to this Saety Certicate Backup Arrangements or ECDIS Use o ocial RNC’s or backup is only acceptable where ocial ENC’s are not available Acceptance o RCDS All vessels are permitted to use RCDS mode where no ENCs are available. Guidance on the appropriate paper chart olio is that no paper charts are required. Upon receiving a documented request a conrmation o the permission to sail without paper charts is provided by letter or ax. A note is added to the Saety Certicate indicating the vessel is equipped with an ECDIS compliant with SLS.14/Circ.191, which will also be attached to this Saety Certicate. IMO or Flag State Notifcations SLS.14/Circ.191 www.imo.org/includes/blastDataOnly.asp/data_id%3D6145/191.pd Letter DS-20665/01/SKA, dated 4 October 2001 to the Netherlands’ shipowners associations. Website www.ivw.nl/en/

New Zealand IMO or Flag State Notifcations MNZ Maritime Rule 25 does contain reerence to use o ECDIS. Website www.msa.govt.nz/rules/maritime_rules.asp

Norway Backup Arrangements or ECDIS Norwegian Maritime Directorate also accept a Chart Radar as meeting back up arrangements Other Comments Training: An amendment to Norwegian Maritime Directorate (NMD) regulation 2003-05-09 no 687 came into eect on 1 January 2005. Navigators on vessels equipped with ARPA, ECDIS, AIS or similar equipment are now required to complete training in the use o this equipment and its limitations. Website www.sjoartsdir.no

Pamana* * Panama Maritime Authority, Merchant Marine Circular MMC-218 Acceptance o ECDIS Vessels may use an ECDIS to either partly or ully ulll this chart carriage requirement, provided however, and bearing in mind that a worldwide ECDIS portolio o ENC coverage has not yet been achieved, the ollowing conditions are met: Backup Arrangements or ECDIS 1. An appropriate portolio o back-up paper charts is onboard and ready or use wherever ENC coverage is not available. 2. Other back up arrangements, including a second ECDIS, may be used. Carriage Requirements Ships to which Regulation V/19.2.10 o SOLAS 74 applies shall comply with the carriage requirements or ECDIS detailed therein, and sucient planning should be anticipated to comply with these new regulatory requirements well in advance of the applicable “rst survey” date. Training Requirements All ship’s ocers in charge o a navigational watch on board the vessels to which the ECDIS is mandatory must attend, as a minimum, an approved generic ECDIS operator training course based on the IMO standard model. Website www.segumar.com



59

United Kingdom

Spain IMO or Flag State Notifcations SLS14/circ283 www.imo.org/includes/blastDataOnly.asp/data_id%3D18185/283.pd FOM/2472/2006 Website www.omento.es/MFOM/LANG_EN/DIRECCIONES_GENERALES/MARINA_MERCANTE/

Sweden Acceptance o RCDS Use o RCDS mode is allowed in conjunction with appropriate paper charts or areas where no ENCs exist. IMO or Flag State Notications IMO circular SLS.14/Circ.198 Website www.sjoartsverket.se/deault____603.aspx

Ukraine Acceptance o ECDIS Permission is granted to all vessels see - “Regulations on the Sea Vessels Equipping”; Ukrainian Register o Shipping, Kyiv, 2003.

Acceptance o ECDIS Permission is given on a vessel by vessel basis; a letter o equivalency is issued. Backup Arrangements or ECDIS Option 2 is accepted only or areas not covered by ENCs and where supported by an appropriate portolio o paper charts ascertained ollowing a risk assessment. Acceptance o RCDS Acceptance on a ship by ship basis ollowing a risk assessment in accordance with Marine Guidance Note 285 IMO or Flag State Notications MCA special publication “Safety of Navigation –Implementing SOLAS Chapter V, 2002. Annex 14 – “Electronic Charts” Marine Guidance Note (MGN) 285 – Electronic Charts – The use o Risk Assessment when Operating ECDIS in the Raster Chart Display System (RCDS) Mode. February 2005. Other Comments Training: As part o the UK process or issuing a Letter o Equivalency, MCA need to be satised regarding arrangements or training (generic and type-specic) and amiliarisation o electronic charts users. Website www.mcga.gov.uk

United States o America



Acceptance o ECDIS ECDIS has not yet been recognized in US national regulations, however U.S. Coast Guard Navigation and Vessel Inspection Circular (NAVIC) 02 03 outlines the interim acceptance or meeting SOLAS carriage requirements regarding the use o ECDIS or primary means o navigation on board oreign vessels in U.S. waters. NAVIC 02-03 is considered temporary guidance until U.S. navigation regulations are ormally amended to also include U.S registered vessels. Drat regulations are expected to be published or consultation later in 2007 Backup Arrangements or ECDIS NAVIC 02-03 nds the back up options reerenced in SOLAS Chapter V acceptable when oreign vessel utilize a second ECDIS, ECDIS in RCDS mode with an appropriate olio o paper charts with respect to transit areas, and paper charts as the sole means or providing backup. Website www.uscg.mil/ 61

This question sums up most o the dierent interpretations o SOLAS rom nation to nation. Since ailure o the primary ECDIS navigation system is a very real and appropriate concern, authorities responsible or sae commercial navigation have put extra care and attention into their answers of the question “what then?”

What is an adequate back-up system?

Some countries regard only a ully-updated olio o approved paper charts as adequate back-up. Others permit ships to employ a second ENC-uelled ECDIS to be used as a back-up, as long as it has an independent power supply. Still others allow a second ECDIS, with an independent power supply, which uses RNCs, or raster nautical charts. Some fag states may allow a non-ECDIS electronic chart system (called an ECS) that uses ENC data as back-up, provided it meets IMO back-up rules. Finally, some fag states may permit the use o a chart radar as back-up. As practically every country takes a unique stance in respect to this question, the only denitive answer is to reer to the chart on the previous pages, or general guidance, and speak to your fag state authority or specic guidance. The expansion o ENC

? m e t s y s p u k c a b e t a u q e d a n a s i t a h W / / /


coverage, increased usage o ECDIS and commercial aspects o navigation technology will all play a role in determining how these guidelines change. In instances where several back-up arrangements are possible, each operator must weigh the relative advantages o dierent systems based on their existing systems, lietime costing o new arrangements, training and saety and operational considerations.

63

Given the amount o time and energy navigation ocers spend acquiring and updating paper charts, many shipping companies are keen to see the day when they can answer “yes” to this question. A ship’s master must ensure that his ship is equipped with a portolio o updated paper charts that cover his intended voyage, unless:

Will I be able to sail without updated paper charts?

• He uses a type-approved ECDIS as his primary navigation system, AND • His fag state permits use o ECDIS as a primary navigation system, AND • He possesses a ull complement o updated ENCs or the intended voyage, AND • He uses a type-approved ECDIS with an independent power source as his back-up navigation arrangement, AND • His fag state permits use o ECDIS with an independent power source as a backup navigation arrangement, AND • He has installed the appropriate ENCs on both his primary and back-up ECDIS systems, AND • He has ensured that he meets all other requirements, including possession o the correct documentation o ECDIS training, and so orth. I the master has done all o these things, he should be able to sail without updated paper charts. Nonetheless, he should be aware o the risk o entering ports o nations

? s t r a h c r e p a p d e t a d p u t u o h t i w l i a s o t e l b a e b I l l i W / / /


that do not permit the use o ECDIS as either a primary or back-up navigation system, as this may lead to penalties or detention. Further, he must exercise the usual due care and caution demanded to ensure sae navigation.

65

Training

Much o the ear stemming rom the introduction o mandatory ECDIS has actually been the ear o watchkeepers and masters navigating via an ECDIS without the proper training. Most bridge ocers would readily agree that ECDIS seems like a benecial and helpul tool that increases saety. They would also agree that the prospect o navigating

/ / /

g n i n i a r T

in close quarters with other ships led by ocers using an ECDIS that they are not suciently trained on, is unsettling. In 2008, the United Kingdom’s Marine Accident Investigation Branch revealed that an accident earlier that year (CFL Perormer) resulted rom inadequate ECDIS training. In this instance, one bridge team had received general ECDIS training, and ECDIS training specic to the make on board; sadly, another bridge team was navigating that day. The master had no previous experience or training on ECDIS or any other orm o electronic navigation system. None o the ocers were aware o the signicance o the saety contour, the saety depth, and the shallow and deep contours, and did not know how to establish a watch vector ahead o the vessel, or its signicance. All o these undamentals are part o any ECDIS training course. Though the idea o an “ECDIS-assisted grounding” has led to some worries, the ECDIS in many cases is not at fault. In fact, it is an “ECDIS Training-assisted grounding”. Maritime authorities have been addressing the issue o ECDIS training or as long as they have been addressing ECDIS. Training requirements, both in the use o ECDIS, in general, and the specic makes and models onboard, are increasing. Basically every school training bridge ocers will oer ECDIS training, with simulators. Further, almost every producer o ECDIS oers training in the use o its equipment, or a list o schools that oer ECDIS training with this equipment. 69

When it is the primary means o navigation onboard, ECDIS training is required by two specic sets o shipping regulations. For as long as the primary means o navigation onboard is paper charts, however, training in the use o ECDIS is purely optional (as is obviously the case on ships not yet equipped with ECDIS).

What are the

training requirements or ECDIS?

The IMO’s STCW 95 (Standards of Training, Certication & Watchkeeping) Conven tion requires ECDIS training, by equating electronic and paper charts, per denition. STCW 95 Table A-I I-1 stipulates that “ECDIS systems are considered to be included under the term ‘charts’.” Thus, the RENC guide to ECDIS concludes that: 1. If ECDIS is used as “chart”, the user must demonstrate the same degree of knowledge and competency concerning the use o ECDIS as a user o a conventional chart must demonstrate chart work competency. 2. ECDIS training is as “mandatory” as chart training. The ISM Code has stricter wording on ECDIS training, as the ship owner or operator must ensure that personnel are given proper amiliarisation with their duties. This applies to prociency in ECDIS, i this is the main means o navigation onboard. Thus, in

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the event o an accident, ECDIS training may aect liability and insurance. Further, national authorities may require ECDIS training or vessels in their fag registries, or visiting their ports. Port state controllers in the Paris MoU region are admonished to discover: “Are ofcers able to produce appropriate documentation that generic and type-specic ECDIS familiarisation has been undertaken?” It is up to each fag state to dene who on board the vessel must have ECDIS training. In general, however, the master, watchkeeping ocer, the route planner and any other bridge personnel who use the ECDIS should have completed a training course. 71

All bridge ocers who will keep watch on a vessel equipped with an ECDIS should have general ECDIS training, as well as specic amiliarisation with the ECDIS model on board. Even when the ship’s primary orm o navigation is paper charts, the ocers will oten rely on the ECDIS anyway; or this reason, they should be well trained in its use. The IMO Committee on Standards or Training and Watch-Keeping (STW) has ap-

What is

recommended training

or ECDIS?

proved a standardised IMO “Model Training Course on the Operational Use of ECDIS” (Model Course 1.27). This course consists o a set number o topics and skills that provide minimum requirements or a candidate to receive an ECDIS certicate. ECDIS training courses are generally developed according to fag state requirements, which give the ECDIS certicates their authority. Government approved courses generally need to meet the IMO Model Course demands. Even with these rules, ECDIS training courses dier considerably. For example, some ECDIS training courses take ve days, while others (nominally covering the same ground) take only two. Most government-approved ECDIS training programmes will ll

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ve ull days though. Type-specic ECDIS courses will usually add anywhere rom one to three days o training. The Master, rst ocer and any watchkeeping bridge personnel should as a minimum take a general and type-specic ECDIS course, as well as yearly reresher courses. They should renew the type-specic ECDIS course each time the ship is retted. A debate regarding standardisation o ECDIS would potentially put an end to typespecic ECDIS training, but as this debate shows no signs o ending soon the need to do type-specic training persists.

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, g n ? i s n e r i r e a e f r f t h o S w o I d h D C n W E a

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g n i n i a r T

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ECDIS, much more than a chart machine

Commentators and experts amiliar with ECDIS navigation urge shipowners and

e-Navigation is dened thus: The collection, integration and display o maritime inor-

mariners alike to understand the ull impact o mandatory ECDIS. Some, like a technical

mation onboard and ashore by electronic means to enhance berth-to-berth navigation

manager with the Nautical Institute, urge caution and preparedness, as the transition

and related services, saety and security at sea and protection o the marine environ-

rom paper chart-based navigation to ECDIS navigation may lead to danger:

ment.

ECDIS is a total change rom paper charts, and the transition rom paper to electronic charts will pose a challenge or the industry, particularly or those who have no current experience o electronic charts. Mariners should be aware that ECDIS is more than just

An orientation paper rom the UK Department or Transport described in greater detail how e-Navigation will look to users: Using satellite positioning signals, underpinned by ail-sae supplementary positioning

a digital version o a paper chart. Important bridge procedures are signicantly aected,

signals (e.g. Loran C) or onboard devices (e.g. inertial navigation computers), displayed

and these require careul analysis and consideration i ECDIS-assisted groundings are to

in an intelligible and comprehensively integrated ormat (ECDIS), onboard ship and

be avoided. It is important that traditional navigation skills are not lost and that naviga-

replicated on shore, with shore-based monitoring and intervention capability.

tors become condent, but not overcondent, in the use o ECDIS. There is a danger that bridge watchkeepers will increasingly trust what is displayed without question. On the other hand, the increased unctionality o ECDIS, vis-à-vis conventional paper chart navigation, means that commercial shipping will see greater saety, and improved bridge oversight. The authors of “The Electronic Chart” sum up the new scenario thus: The electronic chart represents a revolutionary advance in maritime navigation and saety. Since an electronic chart system is capable o continuously displaying own ship’s position on the electronic chart, there is increased beneft o having other real-time inormation available that can be used to increase the saety and efciency o the voyage. These two expert opinions agree that ECDIS will, by necessity, orever change the task o navigating, though the core skills and abilities that orm the oundation o traditional maritime navigation should not be lost or diminished. ECDIS’ potential to transorm navigation is so great that the IMO has adopted a new concept called e-Navigation, which is meant to describe and direct the changes.

/ / /

e n i h c a m t r a h c a n a h t e r o M

Further, the paper described the key structural components o such a system: • Accurate, comprehensive and up-to-date electronic navigational charts (ENCs) to a common ormat, covering the entire geographical span o a vessel’s operation; • Accurate and reliable electronic positioning signals, with “fail-safe” performance (provided through multiple redundancy, e.g. GPS, Galileo, dierential transmitters, Loran C and deaulting receivers onboard inertial navigation devices); • Inormation on vessel route, bearing, manoeuvring parameters and other status items (hydrological data, ship identication data, passenger details, cargo type, security status, etc.) in electronic ormat; • Transmission o positional and navigational inormation ship to shore, shore to ship and ship to ship; • Clear integrated display o the above inormation on board ship and ashore; • Inormation prioritisation and alert capability in risk situations (collision, grounding, etc.) on ship and ashore.

79

Perhaps the best way to describe ull use o ECDIS would be to list some anticipated benets o mandatory ECDIS. These include:

1. Automatic chart correction: ECDIS allows mariners to update electronic charts automatically. Specic unctions make the updating task rapid and error-ree, which will reduce the occurrence o out-o-date chart inormation.

What does it

mean to use

ECDIS ully?

2. Combined navigational operations: Beore ECDIS, the mariner had to consult and combine input rom countless sources. The only place one could nd a relatively complete picture o the situation was in the navigating ocer’s head. ECDIS helps improve this visualisation process. 3. Display o ship’s position in real time: Automatic, continuous display o the ship’s position, heading, course and speed o the vessel can be included in the ECDIS presentation. 4. Central role at the steering station: An ECDIS puts many technologies and sources o inormation in one central position, so navigators no longer need to shuttle around the bridge to learn what they need to know. 5. Situation-dependent display: Inormation lters put just what ocers need to know in ront o them, and spare them unnecessary detail. Monitors and inormation suit lighting conditions, sea conditions and the specic scenario.

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6. Radar overlay: Combining the electronic chart and radar in an ECDIS combines grounding-avoidance and collision-avoidance into one instrument. 7. Automatic route monitoring: The planned route can be examined or potential danger, in terms o water depth, objects and deviation. 81

8. Automatic track control: In eect, the ship can transit a pre-planned route, ollowing course changes using a planned turning radius. 9. Reduction o human error: Alarms can alert ocers i the ship is about to breach pre-set parameters, or i a sensor gives ambiguous signals. 10. Help in special manoeuvres: Man-overboard, anchoring, docking and other specic operations can employ specic pre-programmed operating guidelines in the ECDIS, when the master requests it. Shipping companies want to realise this level o use, as a 2005 report into barriers to the adoption o ECDIS revealed: There is clearly a desire by shipping companies to increase eciency o the seaarer by the introduction of ECDIS. This increased efciency can be achieved “on watch” by having all the navigational information in a central source. “Off watch” it is increased by reducing the time taken to complete chart updating and passage planning. The MAIB report identies atigue o the watchkeeper as one o the main causes o marine incidents. I ECDIS reduces atigue by improving eciency both on watch and o watch, the system will directly contribute to saety. The same report also stated that the hydrographic community should band together to promote ECDIS as a actor to improve both saety and eciency. In act, new, ECDIS-enabled procedures may allow many shipping companies to better manage their

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core operations, rom better weather routing to increased voyage optimization and increased integration to other shipboard systems that aect operational eciency.

83

What other

The technologies that can be integrated into the ECDIS system all into two indistinct

sources and technology

groups, ranging rom those that are undamental to the operation o the ECDIS to

can be integrated to an ECDIS?

(speed log), water depth (echo sounder) and wind speed and direction. In addition,

those that are more voluntary and complementary, bringing value-added unctionality. ECDIS manuacturers are constantly seeking to create a competitive advantage by incorporating new unctionality into their core product oering, and – to varying degrees – enabling third-party suppliers to oer technologies that are compatible with

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the ECDIS. There is no clear division between the two classes o technologies that can

/ / /

be integrated into an ECDIS, only a spectrum o utility, complexity and value.


Some o the core sensors and instruments that are usually integrated into the ECDIS include ship position (GPS), course (gyro or magnetic compass), speed over ground the ECDIS is oten set up to receive digital and video radar input and AIS (Automatic Identication System) signals. An ECDIS may oten connect to the ship’s automatic track control (autopilot).

85

What other

navigational sensors can be connected to an ECDIS?

The purpose o integrating an ECDIS with radar input is to improve the navigator’s situational oversight. The specic benets o an ECDIS/radar overlay include collision avoidance, position monitoring, target identciation, radar perormance, shited objects, alse araway detection, error detection, mutual c heck, reduced errors, reduced workload and system redundancy. Integration of the ECDIS and AIS can have the following benet: “It may be possible to detect, monitor and manage the movement o vessels without having them in visual sight or on radar. As a result, decisions on collision avoidance measures could be made from a remote location.” In act, the introduction o an ECDIS onboard a commercial vessel oten becomes synonymous with the introduction o an integrated bridge system, in which the ECDIS becomes the ocal point or a battery o navigational and operational activities. The report cited earlier in the section on full use of ECDIS (“The Hailwood Report – Barri ers to the adoption of ECDIS”) found that as many as one in ve shipping companies considered the real investment decision to be the integrated bridge system, not ECDIS. The latter was seen as a natural and automatic element o the ormer. Additional hardware oten connected to a ship’s ECDIS include the NAVTEX (and potentially other elements in the GMDSS system), and the voyage data recorder (VDR).

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87

With ECDIS, the potential to add and edit new value-added inormation or bridge o-

What other

cers that can contribute to increased saety and eciency is practically endless. Countless companies are currently working to develop and market inormation products or use on an ECDIS. These products may range rom weather inormation to piracy inormation to hull acceleration inormation and any other source that may be deemed

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inormation and databases

practical or shipowners and operators.

under development or use on ECDIS is ice coverage, which will hopeully allow saer

/ / /

can be used

transit o polar regions.

with an ECDIS?

heavily tracked channels and ports. Port inormation, both commercial (supply) and


Met-ocean (Meteorological and Oceanographic) data is one o the most natural addons to an ECDIS. Wave heights, wind speed orecasts, tidal and current inormation are all mathematically modeled to create a realistic prognosis o conditions in the path o a ship. And this realistic orecast can be represented on an ECDIS on the bridge, and perhaps even more useully at the navigator’s planning station. Another kind o data

Trac inormation can also be integrated into an ECDIS presentation, allowing bridge ocers and even feet managers to plan movements so that they avoid bottlenecks in ocial (inspection), could also become valuable additions to the navigational picture on an ECDIS. Even security may be improved, as updates on pirate activity show ocers where to go and where not to (and when) to minimize the likelihood o attack.

89

In addition to these basic inormation channels, some companies are working to combine sources o weather and sea-state inormation with data coming rom the ship to provide intelligent eedback about the ship’s handling, the ship’s optimal routing rom origin to destination and the ship’s ability to withstand conditions en route. These systems fall under the general rubric of “optimization”, as they incorporate new tech nology to help navigators nd the best possible way to make a sea transit. Also inland navigation creates opportunities to use inormation on an ECDIS. Obviously, rapid updates o changing bottom conditions in major waterways, and databases concerning barge and tow-boat trac can assist reshwater navigators consulting an ECDIS.

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91

Jeppesen Marine From electronic chart standard to e-Navigation solution Decades ater ECDIS was rst introduced and ENCs began to be produced, a consistent set o standards are in place. From this oundation, producers and suppliers can develop and launch a vast array o new products and solutions. Digital navigation has, one might say, reached its Windows-moment – on the common platorm o the ECDIS much new value can be built.

Co-operation with Hydrographic Oces

Jeppesen Marine: Making e-Navigation a reality C-MAP Norway was ounded in 1993 to provide the chart data that would uel an ECDIS. From this modest beginning, the company has evolved into the market’s lead-

Jeppesen Marine works with dozens o hydrographic oces worldwide in two crucial ways. Jeppesen Marine provides sotware that helps hydrographic oces to convert navigational data into ocial ENC databases. Secondly, Jeppesen Marine acquires licenses rom hydrographic oces to incorporate their ENC data into value-added products.

ing supplier o services and data or e-Navigation. Today the company oers market-

Jeppesen Marine markets two types o chart data. One is its own private, vector-

leading solutions or distribution and updating o private vector chart data and ocial

based electronic charts, known as C-MAP Proessional+. The other is the ocial ENCs

ENCs, accurate weather data, voyage optimisation services and dynamic licensing.

produced by hydrographic oces all over the world. Only the latter satises the IMO’s

Ater Jeppesen Marine (a Boeing company, based in Colorado, USA) acquired C-MAP

requirements to mandatory ECDIS. The private C-MAP Proessional+ data has, however,

Norway in 2006, the company’s ambitions to support the maritime industry were

played a critical role as a source o high-quality navigational data where ENCs do not

brought up to the same level as the mother company’s relationship with the aviation

yet exist.

industry. Today Jeppesen Marine has as its goal t o be the most attractive partner and supplier o e-Navigation services and data, in order to make shipping operations more ecient and sae.

e n i r a M n e s e p p e J

Jeppesen Marine maintains a close relationship with the hydrographic community. As a leading private-sector supplier o data rom hydrographic oces to the global commercial shipping industry, Jeppesen Marine plays a crucial role in the market.

95

Products and Services

ENC Service Jeppesen Marine is an authorised distributor o ocial ENCs available directly rom

ENC Service

various national Hydrographic Oces, as well as ENC data distributed by Regional ENC Coordinating Centres in Norway and the UK.

Jeppesen Piracy Update Weather Weather routing Proessional services Jeppesen T&P Notices Service Optimization Solutions Jeppesen Nautical Services Fleet manager Dynamic Licensing Updating Services C-MAP Update Service CD/DVD C-MAP Update Service Online C-MAP Update Service Online+


Jeppesen Piracy Update The Piracy Update service incorporates the most authoritative and expansive sources o up-to-date piracy data worldwide to help mariners identiy and avoid high-risk areas. It also integrates piracy data with detailed chart, weather and tropical cyclone inormation, to acilitate risk mitigation strategies and ensure sae and ecient navigation.

Weather Jeppesen Marine is continuously working on rening the Weather Service oered to its proessional users. This work has resulted in a combination o the electronic charts with important weather inormation. The new unctionalities are collectively part o a solution called WeatherNav. When planning a transit or oshore operations, navigators can use the WeatherNav unctionality to assess both the detailed navigational inormation in the chart and the world’s best meteorological data. WeatherNav unctionalities mentioned here are being incorporated into steadily more ECDIS systems. 97

Weather routing Jeppesen Marine oers a range o services under the name Vessel and Voyage

Optimization Solutions Using sophisticated hydrodynamic modeling, computations, and highest resolution

Optimization Solutions (VVOS). The system is an onboard passage planning tool and a

ocean orecasts the VVOS guidance system recommends speed and heading changes to

seakeeping expert advisory system.

manage ship motions to minimize heavy weather damage.

VVOS sotware is custom tailored to each vessel class in order to provide accurate

Unlike traditional weather routing services and programs on the market, VVOS

predictions o the ship seakeeping and speedkeeping capabilities in any seastate. The

includes a detailed model o ships’ motion, engine and propeller characteristics. This

VVOS seakeeping advisory module shows the eect o changing heading and speed

“virtual” ship accurately estimates speed made good under forecast wind, wave and

on vessel roll, pitch, accelerations, slamming, boarding waves, bending moment/shear

ocean current conditions or a given engine power and propeller RPM, as well as ship

orces on critical rames -- thus helping ocers avoid heavy weather damage. An opti-

motion limitations dened in the “Safe Operating Envelope”.

mization algorithm can also minimize uel costs.


VVOS includes a real-time monitoring, recording and warning system or excessive motions and accelerations, particularly or Parametric Roll. Once underway the system

Proessional services Jeppesen’s Marine Proessional Services engage an experienced team o master

also monitors ship motion response and engine condition, and provides alarms i sae operating limits are exceeded.

mariners, naval architects, marine engineers, and business analysts to help customers pinpoint operational ineciencies and provide solutions to mitigate them. Our multi-disciplinary team supports customers in business critical processes, rom

Jeppesen Nautical Services Numerous tools can assist mariners in accessing and maintaining paper-based data.

new-builds and deployment planning, to shore-side routing, real-time voyage peror-

Few can integrate paper and electronic data and oer decision support or ensuring

mance optimization and post voyage analysis.

sae and ecient navigation.

Jeppesen T&P Notices Service

incorporates and harmonizes all nautical inormation needed or sae navigation in a

Jeppesen provides a T&P service that features globally valid T&P notices published by Hydrographic Ofces to support safe navigation. The T&P notices are displayed as an overlay on ECDIS/ECS chart data and updated daily through Jeppesen’s online updating service via email or the Internet.

The Jeppesen Nautical Service Suite (JNS), which can be installed on an ordinary PC, back o bridge solution. Its comprehensive set o tools simpliy mariners’ duties and reduce time spent managing and maintaining nautical inormation. In its initial phase, JNS will incorporate simplied route planning with chart licensing and updating, and input this into the ECDIS on board. 99

updates can now also include new charts and new editions o existi ng charts.

Fleet Manager Jeppesen Fleet Manager is a comprehensive web-based program that gives shore side managers extensive insight into their feet status and perormance. Based on user

Depending on the customer’s needs, technical outt and communication capacity, the chart service subscriber can choose between three dierent options to keep the onboard database updated.

dened congurations, Fleet Manager delivers analytics that can be used to manage assets more eciently and improve strategic decision making. The program is easy to use, and provides critical inormation when needed. Whether you’re monitoring in progress, or past voyages, Fleet Manager provides an integrated set o tools to help you manage your feet to its ull potential.

Dynamic Licensing Dynamic Licensing is a user-riendly and cost eective method o licensing, using and updating charts in C-MAP SENC ormat onboard vessels globally. Dynamic Licensing eases the ordering process or the mariner and makes ENC licenses available in seconds automatically. Usage is reported automatically on the C-MAP

C-MAP Update Service DVD


Updates are distributed on DVD (Proessional+ and ENC) every month or three times a year. This option includes all updates issued in NtM booklets, new charts and new editions o charts.

C-MAP Update Service Online NtM updates can be distributed via the Internet. This service does not include new charts and new edition o charts. Thus, to get access to new charts, it is recommended to receive complete updates on DVD on a regular basis. This service does not support the CM-93/2 product.

Online Updating Service. Hence all the charts, updates and licenses will be onboard and ready or use without a pre-ordering process through a chart supplier. Costs are controlled via pre-set budgets and spending limits, making “pay-as-you-go” a reality.

C-MAP Update Service Online+ This is the premium option. The service includes NtMs as well as new charts and pro-

Updating Services The C-MAP Update Service makes the latest updated weather and navigational data

vides or complete database updating. The service requires bandwidth o high quality and size. This service supports C-MAP Proessional, C-MAP Proessional+ and C-MAP ENC.

available wherever you are. For subscribers with access to adequate communications channels, new chart updates are made available on t he C-MAP update server every working day. Weather orecast updates are available several times a day. In addition to NtM’s, chart 101

Reerences and abbreviations

AIS: Automatic Identication System . A short range coastal tracking system used on

DSCC: Data Supply Chain Certication . A system o handling data intended to ensure

ships and by vessel trac services (VTS) or identiying and locating vessels by electroni-

that the transmission o data rom its source to the point at which it is displayed on the

cally exchanging data with other nearby ships and VTS stations.

end-user screen does not degrade the data.

ARPA: Automatic Radar Plotting Aid. A unction that creates tracks on the radar dis-

EBL: Electronic Bearing Line . A eature in a radar that is used to determine the relative

play using radar contacts. Such systems can calculate the tracked object’s course, speed

bearing o an object rom the observing ship’s bearing.

and closest point o approach. EC: Electronic Chart. A term used to describe the data, the sotware and hardware COG: Course Over Ground . The GPS system’s calculation o the ship’s heading in rela-

system capable o displaying electronic chart inormation.

tion to the installed chart system

s n o i t a i v e r b b a d n a s e c n e r e f e R

ENC: Electronic Navigational Chart . An electronic chart designed to be used in the DCDB: Data Center or Digital Bathymetry . Operated by the National Geophysical

ECDIS and issued on the authority o government-authorized hydrographic oces

Data Center in Boulder, Colorado, USA, DCDB is a ocal point or digital hydrographic data services or IHO Member Countries.

FIG: International Federation o Surveyors. An international, non-governmental organisation whose purpose is to support international collaboration or the progress o

DGPS: Dierential Global Positioning System . An enhancement to GPS that uses a

suveying in all elds and applications.

network o xed, ground-based reerence stations to broadcast the dierence between the positions indicated by the satellite system and the known xed positions.

GAGAN: GPS and GEO Augmented Navigation System

DNC: Digital Nautical Charts . A vector-based digital product designed to give naviga-

GEBCO: General Bathymetric Chart o the Oceans . An international group o experts

tors an up-to-date seamless database o the world. DNCs are published by the National

who work on the development o a range o bathymetric data sets and data products.

Geospatial-Intelligence Agency – part o the United States’ Department o Deense. GLL: Geographic position . Used to send position rom the GPS, LORAN C or other satellite receiver to other devices, such as radar or ECDIS

105

GLONASS: Global Navigation Satellite System . A space-based, radio-positioning, navi-

IBS: Integrated Bridge System. Ship systems that take input rom sensors through-

gation and time-transer system operated by the Government o the Russian Federation.

out a ship in order to display position and control inormation electronically or bridge ocers. Navigators manage this system, choosing how to set the system, interpreting

GNSS: Global Navigation Satellite System . A world-wide position, time and velocity

output and monitoring interactions between controls and the ship.

radio-determination system comprising space, ground and user-segments o which GPS, GLONASS, EGNOS, COMPASS and IRNSS are components.

ICA: International Cartographic Association . The world’s authoritative body or cartography, the discipline dealing with the conception, production, dissemination and

GPS: Global Positioning System . A US-based global navigation satellite system that pro-

study o maps.

vides positioning, navigation and timing services to worldwide users on a continuous basis. IFHS: International Federation o Hydrographic Societies . A partnership o national HDT: Heading-True . Used to send heading inormation rom the gyro-compass to other

and regional hydrographic societies that promotes the development o hydrography and

devices including radar and ECDIS

knowledge exchange in the hydrographic community.

IALA: International Association o Marine Aids to Navigation and Lighthouse

IHO: International Hydrographic Organisation. An intergovernmental organization

Authorities . A non-prot, non-governmental international technical association that

representing over 80 national hydrographic organizations. Coordinates hydrographic

gathers marine aids to navigation authorities, manuacturers and consultants rom all

activity between states.


parts o the world, and acilitates knowledge sharing. IMSO: International Mobile Satellite Organization . An intergovernmental organiIAPH: International Association o Ports and Harbors . A global alliance o ports

zation that oversees certain public satellite saety and security communication services

representing 230 ports in 90 countries. IAPH is non-prot and non-governmental. Head-

provided by the Inmarsat satellites.

quartered in Tokyo, Japan. IOC: Intergovernmental Oceanographic Commission. A UNESCO commission that coordinates marine research, services, observation systems, hazard mitigation and capacity development in order to better manage the ocean and coastal areas.

107

QZSS: Quasi-Zenith Satellite System . Is the Japanese regional satellite system that will

S-100: Specication rom the IHO or the new geospatial standards or hydrographic

enhance the GPS in Japan.

data. It is purported to be a wider standard catering to other users apart rom ECDIS and based on the ISO TC211 standards or contemporary GIS. The ENC product specications

RENC: Regional ENC Coordination Centre . Entities set up by the IHO, a RENC vali-

based on S-100 and termed S-101, will in due course replace the S-57.

dates and distributes ENCs rom producing nations to end-users. Each major geographical area o the world is meant to be represented by a RENC, but only two currently exist,

SBAS: Satellite Based Augmentation System

in Norway (PRIMAR) and the UK (IC-ENC). SENC: A database in the manuacturer’s internal ECDIS ormat produced as a result o RNC: Raster Nautical Chart . Raster charts that conorm to IHO specications and are

transorming the ENC. The conversion rom ENC contained in the ASCII orm to SENC

produced by digitally scanning and geo-reerencing the image o a paper chart.

in a binary orm may be carried outside the ECDIS in a lab. This is a preerable way to


provide ecient and error-ree electronic charts to the end-user. S-52: An IHO publication developed in conjunction with the IMO’s perormance standards or ECDIS that provides specications and guidance regarding the issuing and

SOG: Speed Over Ground. The GPS system’s approximation o the ship’s speed in rela-

updating o ENCs, and their display in ECDIS.

tion to the installed chart

S-57: IHO Special Publication 57. Contains the IHO Transer Standard or Digital Hydrographic Data. The major components o S-57 Edition 3.1 are: Theoretical Data

TCS: Track Control System . Via a connection with the autopilot, TCS in an ECDIS controls that the ship’s GPS position ollows a pre-planned track.

Model , Data Structure, Object Catalogue, ENC product Specication, Use o the Object Catalogue or ENC.

TTM: Tracked Target Status Used to send tracked target inormation rom ARPA to ECDIS.

S-63: The IHO recommended standard or the protection o ENC inormation. It denes security constructs and operating procedures that must be ollowed to ensure that the

VDR: Voyage Data Recorder . A data recording system designed or all ships, and

IHO Data Protection Scheme is operated correctly.

109

required to comply with the IMO’s SOLAS Convention, in order to collect data rom various sensors on board the vessel. The inormation is stored in an externally mounted protective storage unit. VRM: Variable Range Marker . A eature o radar used to determine relative distance to any target seen on the screen. VTS: Vessel Trac Services. A marine trac monitoring system established by harbor or port authorities, similar to air trac control or aircrat. These use radar, CCTV, VHF radiotelephony and AIS to track vessels.


WAAS: Wide Area Augmentation System. An SBAS system operational in the US region. WEND: Worldwide Electronic Navigational Chart Data Base. An IHO concept, based on the set o WEND Principles, designed specically to ensure a world-wide consistent level o high-quality, updated ocial ENCs through integrated services that support chart carriage requirements o SOLAS and the requirements o IMO PS or ECDIS.

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ECDIS

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