ECDIS A Deep Sea Pilot’s View Kevin Vallance MNI (member UKMPA T&TC)

February 23rd, 2013 by JCB
Posted in Articles, Technical and Training | No Comments »

All British deep sea pilots have a minimum of five years’ command experience, hold a valid Master Mariners certificate and are licensed annually by Trinity House. They are employed on a voluntary basis by shipowners who value the contribution to safety of navigation that pilots can make. This contribution is particularly appreciated by the Masters of container ships and car carriers who, because of their fast port turn round times and number of ports during a typical European schedule, would have problems complying with hours of rest regulations. However, all types of vessels, including tankers, bulk carriers and passenger, regularly use our services to help mitigate fatigue levels and assist with passage planning.

Deep sea pilots are only allowed to operate outside of mandatory pilotage areas, and as such we normally “take the con” of vessels between the pilot stations. We have a unique view of how bridge teams operate away from the view of Port State Control, away from the view of the office and also subtly when the Master is not on the bridge.

One of the major challenges of ECDIS implementation is the need for the development of a different mind-set. Traditionally all navigators were taught to always have the largest scale chart available on the chart table. Unfortunately because of the minimum size of monitor allowed (270 mm x 270 mm) this concept must be re-evaluated. One advantage of paper charts is that it is possible to look beyond the boundaries of the passage plan to get an overview of the area being transited.

Because of the reduction in sea time with which an OOW can now hold a certificate, there is often a lack of background knowledge and experience. For example, I witnessed one second officer put the position on the paper chart (as required by the SMS) by transferring a range and bearing of an aid to navigation straight onto the paper chart from the ECDIS.

Previously any junior officer could have referred to a senior with questions about “navigation issues”. In my experience that is no longer the case.

Many of the initial causes for concern with regard to ECDIS implementation were answered with the statement that the problems would be overcome by proper training. Unfortunately many training providers do not have practical hands-on experience of using equipment on board. When monitoring internet forums about ECDIS, I have been amazed by some of the questions asked by “ECDIS trainers”, one example being “why can’t we use ARC charts for ECDIS?”. And, I have yet to come across an officer who can show me how to plot position lines onto an ECDIS.

Many newbuild vessels from the Far East are fitted with full ECDIS systems, but all the ones I have worked on still rely on “paper charts” as the primary navigation source. It is usual to see fully compliant ECDIS monitors supplied with a homemade laminated instruction “For reference only” or “For training purposes only”. The need for generic and type specific training for ECDIS is well documented, but in my opinion the marine industry (with the exception of manufacturers) will rue the lack of standardisation of equipment. The adoption of at least an “S-mode” or default setting is so glaringly obvious.

Unfortunately the “Nintendo generation” place a total trust on the information shown on the screen, not appreciating that the information displayed is only, at best, as accurate as the source data used for paper charts.

 

This article was included in a special “Shipping Regulations & Guidance” supplement on ECDIS produced by Witherby’s publishers which is available on-line at:

Click to access ECDIS_Special_Report.pdf