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Focus June 2018


Issue 7

Is your ECDIS contributing


to safe navigation or
introducing risk?
Numerous groundings and near type-specific familiarisation, and
misses have occurred on ECDIS- updated Safety Management System
equipped ships that could have been (SMS) procedures are essential to
avoided but for failures in the setup ensure safe ECDIS use without
and use of ECDIS. Like most of the introducing new risk. Furthermore,
world’s merchant fleet trading Port State Control Authorities have
internationally, your ship(s) is most reported an increase in deficiencies
likely equipped with an Electronic concerning ECDIS use following
Chart System (ECS) or Electronic Concentrated Inspection Campaigns
Chart Display and Information (CIC) on safe navigation. The age of
System (ECDIS). Maybe it is fully e-Navigation1 is firmly upon us and
compliant with the IMO the transition to electronic-based
requirements for an ECDIS and navigation is a fundamental shift
therefore the primary means of away from the not-so-distant past
navigation, or perhaps you are where azimuth sights, sextants, and
still transitioning towards an parallel rulers were the indispensable
approved system. tools of every navigator.

The primary function of ECDIS is to


enhance the safety of navigation, but
experience is showing that 1
E-navigation is defined by the IMO as “the harmonized
collection, integration, exchange, presentation and
installation and approval alone are analysis of marine information on board and ashore by
not enough to achieve this goal. electronic means to enhance berth to berth navigation
and related services for safety and security at sea and
Comprehensive training, including protection of the marine environment.”

A base ENC with limited chart


information compared to the
unfiltered chart of the same
channel and location. Over-
use or improper use of filters
and contours may result in
ambiguous displays of soundings
and potentially dangerous
interpretations.

BASE ENC UNFILTERED ENC


Implementation recap changeover is imperative. Doing so
By now, it should be common requires thorough assessment of
knowledge that amendments to risk, identification of hazards, and
Safety of Life at Sea (SOLAS) Chapter corresponding mitigation measures.
V “Safety of Navigation” entered This is true for both the human
into force on 1 January 2011 and element as well as hardware and
included significant changes to the software.
chart-carriage requirements. Since
then, the SOLAS-mandated carriage Risk factors
of ECDIS has been on a rolling Everything a ship’s officer can do
timetable since July 2012, with more on a paper chart must be feasible
ships undergoing surveys to verify on an ECDIS device; i.e. a functional
conformance with the regulations no equivalent. This includes the most
later than their first survey following basic of navigation tasks such as
the implementation date for its ship manually plotting the ship’s position
type and size. by range and bearing; thorough
passage planning, including voyage
The UKHO reported in 2017 that notes and callouts; marking of no-
almost three-quarters of cargo go areas; applying manual chart Manual position plotting can be
ships over 20,000 gt were ECDIS- corrections … and so on. The reality done quickly and easily on an
ECDIS, but it is critical that
ready – this in addition to tankers is, ECDIS can do all this and a whole officers familiarise and
and passenger ships which were lot more. regularly practise this function.
among the first required to carry GPS positions should be
ECDIS. In July 2018, the regulation Modern ECDIS systems are now so cross-referenced using visual/
radar range and bearings.
extends to all existing cargo ships functional that inadvertent actions or
over 10,000 gt and will complete the settings may be applied, which can
implementation timetable. then go unnoticed. Safety contour
and safety depth functions, for
One observation in recent years is instance, may be misused rendering
the common misconception among the alarm meaningless.2 Display
ships’ masters and deck officers settings may reduce the visibility
(particularly on ships currently of essential information from the
without ECDIS) that compliance screen as previously shown.
with the carriage requirements
necessitates a dual-redundant Position data and/or reference
ECDIS system be fitted – that is, points may have unwanted offsets
two independent type-approved – for instance, when was the
ECDIS units to allow the ship to sail last time the CCRP (Consistent
paperless. This, however, is not the Common Reference Point) settings
case, and a ship required to be fitted were checked? Are they correct
with ECDIS needs only a single unit if for multiple antennas and radar
a backup paper chart folio is carried. systems? Are the CCRP settings
The backup system must of course locked and password protected
be kept up to date. against accidental meddling?

Whether a single or dual ECDIS


system is carried, the importance 2
The Safety Contour Depth should normally be set to the
“Vessel Safety Draft,” which is commonly calculated as:
that shipowners and operators go Vessel Safety Draft = Vessel Draft + Dynamic Squat +
beyond the initial survey approval Safety Margin. The Safety Contour marks the boundary Safety contour and safety
between “safe-water” and shallow water and can be set to depth settings can drastically
and continue to actively manage the give an alarm if the ship is approaching the contour.
affect the display and when
alarms are given.
Consistent Common
Reference Point settings
and locations of antennas,
radars and other reference
points should be set
correctly and frequently
checked.

Gravity
Y-axis(+) *Z-axis(+): Height These are just a few of the
unwelcome risks that may be
Pivot
introduced unintentionally if
CCRP navigators are not properly trained
and instructed in the correct use
Radar
of the systems fitted aboard their
RCB ships. The following list of questions
RCB Sub should be chief among those asked
by shipowners, operators, ships’
GPS masters and crew:
AIS
1. Are safe and efficient operating
Echo
Ship
procedures in place that include
SDME Length [m] the use of ECDIS as a primary
Anchor navigation aid?
163

2. Have departure/arrival/watch
handover/passage planning
checklists been updated to include
ECDIS?

3. Do blackout procedures
1 2 consider ECDIS?
1 1

4. Are new crew consistently checked


to verify that formal type-specific
training has been completed?
X-axis
(0,0) X-axis
Port(-) Ship Width [m] STBD(+) 5. Is on-board ship-specific training
accounted for?
32

6. Do ISM audits include ECDIS


operation and training needs?

7. Are checks carried out to ensure


up-to-date ENCs and RNCs are
maintained?

8. Are the limitations, sensors, and


risk of improper functioning/data
inaccuracy clearly understood?
Common operational mistakes
When properly operated, ECDIS is
an exceptional tool that drastically Improper use of Not following or
improves situational awareness charts: i.e. not being aware of the
and operational efficiency, and can using or having the manufacturer’s software
reduce errors. On the other hand, necessary charts for maintenance updates
over-reliance or lack of familiarity can the intended voyage and not updating the
lead to calamitous consequences. or not applying chart ECDIS to be compatible
The term “ECDIS assisted Grounding” updates frequently with the latest version of
has not arisen from nowhere, and and correctly. the IHO Standards.
based on our experience, recurrent
themes often include the following:

Not using the route


Improper use of safety
Improper checking function at
settings and built-in
display all or not using it with
safeguards such as
settings, an appropriate Cross
route checking and
filters and Track Distance (XTD). Not
safety alarms related
scale. visually checking the route
to depths.
at an appropriate scale.

Inability to use or
Lack of
Over-reliance on lack of familiarity
familiarity with
ECDIS and the with manual
the specific
displayed GPS position fixing
ECDIS type
position. functions such as
onboard.
range and bearings.

When Cross Track Distances


are properly set to each leg
of a voyage plan then route
checking assists in checking
Handover for potential obstructions,
between deck dangers and insufficient
depths.
officers including
ECDIS-related
information.
Beyond approval Periodic evaluation and training
When fitted, ECDIS must be type- of the master and deck officers
approved, conform to the relevant should highlight the limitations
IMO performance standards3, and possible inaccuracies of the
connect to an emergency source of ECDIS and its sensors. The need for
electrical power, and have at least a proper lookout at all times and
gyrocompass, speed log and GPS by all available means should be
receiver inputs. The system must emphasised, as well as independent
have up-to-date Electronic Nautical checking of the ship’s position
Charts (ENC), or Raster Navigation outside of the ECDIS-displayed GPS
Charts (RNC) where ENCs are not position. ECDIS is only one of many
available or of an appropriate scale. navigation tools available to the
All nautical charts for the intended modern navigator, but the dangers
voyage(s) must be installed and of over-reliance are becoming an all
maintained to be compatible with too common theme.
the latest applicable International
Hydrographic Organization (IHO) For further information on some
chart content and display standards. of the topics discussed here, I
Backup arrangements must be recommend the IMO circular:
available, which can be either a ECDIS – Guidance for Good Practice
secondary type-approved ECDIS or (MSC.1/Circ.1503/Rev.1).
official, up-to-date paper charts.
By Steve Cunningham
Beyond the aforesaid general Associate Director
requirements of a SOLAS-compliant Shipping Team Lead
ECDIS, shipowners and operators London Offshore Consultants Inc
are encouraged to undertake
regular risk assessments of ECDIS
navigation, including potential
over-reliance of the system and
improper use of the safety settings.

3
IMO resolution A.817(19), as amended or
resolution MSC.232(82), depending on the
date of installation.

Managers
A. Bilbrough & Co. Ltd.

London Greece Hong Kong


50 Leman Street Ionion Building Room 1802 Guardian House
London E1 8HQ Akti Miaouli & 2, II Merarchias Street 32 Oi Kwan Road
T: +44 20 7772 8000 185 35 Piraeus Hong Kong
F: +44 20 7772 8200 T: +30 210 458 6600 T: +852 3761 5678
E: london@londonpandi.com F: +30 210 458 6601 F: +852 2838 2001
E: piraeus@londonpandi.com E: hongkong@londonpandi.com

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